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WEBSTER,  N.Y.  145S0 

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CIHM/iCMH 
Microfiche 


1 


CIHIVI/ICIVIH 
Collection  de 
microfiches. 


Csnadian  Institute  for  Historical  Microreproductions  /  Institut  Canadian  de  microreproductions  historiques 


1981 


Technical  and  Bibliographic  Notes/Notes  tachniqu;js  et  bibliographiques 


The  Institute  has  attempted  to  obtain  the  best 
original  copy  available  for  filming.  Features  of  this 
copy  which  may  be  bibliographically  unique^ 
which  may  alter  any  of  the  images  in  the 
reproduction,  or  which  may  significantly  change 
the  usual  method  of  filming,  are  checked  below. 


D 


□ 


D 


Coloured  covers/ 
Couverture  de  couleur 


□    Covers  damaged/ 
Couverture  endommagde 


Covers  restored  and/or  laminated/ 
ouvertMre  restaur6e  et/ou  pelliculAe 


I      I    Cover  title  missing/ 


Le  titre  de  couverture  manque 

Coloured  maps/ 

Cartes  gdographiques  en  couleur 

Coloured  ink  (i.e.  other  than  blue  or  binck)/ 
Encre  de  couleur  (i.e.  autre  que  bleue  ou  noire) 

Coloured  plates  and/or  illustrations/ 
Planches  et/ou  illustrations  en  couleur 


D 


Bound  with  other  material/ 
Reli6  avec  d'autres  documents 

Tight  binding  may  cause  shadows  or  distortion 
along  interior  margin/ 

La  reliure  serree  peut  causer  de  I'ombre  ou  do  la 
distortion  le  long  de  la  marge  intdrieure 

Blank  leavns  added  during  restoration  may 
appear  within  the  text.  Whenever  possible,  these 
have  been  omitted  from  filming/ 
II  se  peut  que  certaines  oages  blanches  ajout^es 
lors  dune  restauration  apparaissent  dans  le  texte, 
mais,  lorsque  cela  //tait  possible,  ces  pages  n'ont 
pas  dtd  filmdes. 

Additional  comments:/ 
Commentaires  suppldmentaires; 


L'Institut  a  microfilm^  le  meilieur  exemplaire 
qu'il  lui  a  6t6  possible  de  se  procurer.  Les  details 
de  cet  exemplaire  qui  sent  peut-Atre  uniques  du 
point  do  vue  bibliographique,  qui  peuvent  modifier 
une  image  reproduite,  ou  qui  peuvent  exiger  une 
modification  dans  la  methods  normals  de  filmage 
sont  indiquds  ci-dessous. 


I      I    Coloured  pages/ 


Pages  de  couleur 

Pages  damaged/ 
Pages  endommag6es 


□    Pages  restored  and/or  laminated/ 
Pages  restaurdes  et/ou  pelliculdes 


Pages  discoloured,  stained  or  foxed/ 
Pages  d6color6es,  tachet^es  cu  piqu^es 


□    Pages  detached/ 
Pages  d6tach6es 


y 


□ 


Showthrough/ 
Transparence 


I      I    Quality  of  print  varies/ 


T 
t« 


T 

P 
o 

fi 


0 

b 
tl 

si 
o 
fi 
si 

01 


Qualitd  in^gale  de  Timprnssion 

Inciudes  supplementary  material/ 
Comprend  du  materiel  supplementaire 

Only  edition  available/ 
Seule  Edition  disponible 


Tl 
si 
Tl 
w 

IVI 
di 
e» 
b< 

"1 
re 
m 


Pages  wholly  or  partially  obscured  by  errata 
slips,  ^^issues,  etc.,  have  been  refilmed  to 
ensure  the  best  possible  image/ 
Les  pages  totalement  ou  partiellement 
obscurcies  par  un  feuillet  d'errata,  une  pelure, 
etc.,  ont  ix^  filmdes  d  nouveau  de  facon  h 
obtenir  la  meilleure  image  possible. 


This  item  is  filmed  at  the  reduction  ratio  checked  belov// 

Ce  docufnent  est  film6  au  taux  de  reduction  indiqud  ci-dessous. 

10X  14X  18X  22X 


y 


12X 


1RX 


20X 


26X 


30X 


24X 


28X 


n 

32X 


tails 
i  du 
odifier 
une 
mage 


Tho  copy  filmed  here  has  been  reproduced  thanks 
to  the  generosity  of: 

Library  of  the  Public 
Archives  of  Canada 

The  images  appearing  here  are  the  best  quality 
possible  considering  the  condition  and  legibility 
of  the  original  copy  and  in  keeping  with  the 
filming  contract  specifications. 


V 


Original  copies  in  printed  paper  covers  are  filmed 
beginning  with  the  front  cover  and  ending  on 
the  last  page  with  a  printed  or  illustrated  impres- 
sion, or  the  back  cover  when  appropriate.  All 
other  original  copies  are  filmed  beginning  on  the 
first  page  with  a  printed  or  illustrated  impres- 
sion, and  ending  on  th^  last  page  with  a  printed 
or  illustrated  impression. 


The  last  recorde'l  frame  on  each  microfiche 
shall  contain  the  symbol  — »» (meaning  "CON- 
TINUED"), or  the  symbol  V  Imeaning  "END"), 
whichever  applies. 

IVIaps,  plates,  charts,  etc..  may  be  filmed  at 
different  reduction  ratios.  Those  too  large  to  be 
entirely  ihicluded  ir  one  exposure  are  filmed 
beginning  in  the  upper  left  hand  corner,  left  to 
right  and  top  to  bottom,  as  many  frames  as 
required.  The  fo'Jowing  diagrams  illustrate  the 
method: 


L'exemplaire  film6  fut  reproduit  grfice  A  la 
06nArosit<  de: 

La  bibliothdque  des  Archives 
publiques  du  Canada 

Les  images  suivantes  ont  6t6  reproduites  avec  le 
plus  grand  soin,  compte  tenu  de  la  condition  et 
de  la  nettetd  de  l'exemplaire  film6,  et  en 
conformity  avec  les  conditions  du  contrat  de 
filmage. 

Les  exemplaires  originaux  dont  la  coiiverturo  en 
papier  est  imprimAe  sent  filmfo  en  cor.imenpant 
par  le  premier  plat  et  en  terminant  soit  par  la 
derni&re  pnge  qui  comporte  une  empreinte 
d'impression  ou  d'iiiustration.  soit  par  le  second 
plat,  selon  ie  cas.  Tous  les  autres  exemplaires 
originaux  sent  fiim^s  en  commenpant  par  la 
premiere  page  qui  comporte  une  empreinte 
d'impression  ou  d'iiiustration  et  en  terminant  par 
la  derniira  page  qui  comporte  une  telle 
empreinte. 

Un  des  symboles  suivants  appara;tra  sur  la 
dernidre  image  de  cheque  m'rrofiche,  selon  le 
cas:  le  symbole  --^>  signifie  "A  SUIVRE",  le 
symboie  V  signifie  "FIN". 

Lws  cartes,  planches,  tableaux,  etc.,  peuvent  dtre 
filmfo  d  des  taux  de  reduction  diff6rents. 
Lorsque  ie  document  est  trop  gran^  pour  dtre 
reproduit  en  un  seul  cliche,  il  est  film6  d  partir 
de  I'angle  supirieur  gauche,  de  gauche  d  droite. 
et  de  haut  en  bas,  en  prenant  le  nombre 
d'images  n^cessaire.  Les  diagrammes  suivants 
illustrent  la  m6thode. 


rrata 
:o 


pelure, 
1  d 


32X 


1 

2 

3 

1  2  3 

4  5  6 


I 


By 


.* 


SPECIAL  REPORT 


OF 


A  RECONNOISSANCE  OF  THE  ROUTE 


FOR  THE 


R 


NORTHERN 

AciFic  Railroad 


BETWEEN 


I   LAKE  SUPERIOR  AND  PUGET  SOUND. 


VIA  THE  COLUMBIA  RIVER, 


Made  in  x86g, 


BY  W.  MILNOR  ROBERTS,  U.  S.  CIVIL  ENGINEER, 


UNDER  THE  DIRECTION  OF 


Messrs.  Jay  Cooke  &  Co. 


BANKERS. 


# 


ir^ 


ORGANIZATION. 


Trustees  for  the  First  Mortgage  Bondholders: 
JAY  COOKE, 
J.  EDGAR  THOMSON. 


Officers  of  the  Northern  Pacific  Raikoad  Compan>A 

J.  GREGORY  SMITH,  President, 

R,  D.  RICE,  Vice-President, ' 

SAMUEL  WILKFSON,^«r./«ry V  120  Broadway, 

A.  H.  BARNEY,  Treasurer (  -^^^  York. 

W.  MILNOR  ROBERTS,  Engineer-in-Chief,     . 
EDWIN  F.  JOHNSON,  Consulting  Engineer,    . 


Board  of  Directors : 

J.  GREGORY  SMITH, St.  Albans,  Vt. 

R,  D,  RICE Augusta,  Maine. 

THOMAS  H.  CANFIELD, Burlington,  Vt. 

WM.  B.  OGDEN, Chicago,  III. 

WM.  G.  MOORHEAD,    , Philadelphia,  Penn. 

WM.  G.  FARGO Buffalo,  N.  Y. 

B.  P.  CHENEY, Boston,  Mass. 

GEO.  W.  CASS Pittsburg,  Penn. 

FREDERICK  BILLINGS, Woodstock,  Vt. 

WILLIAM  VnTINDOM, Winona,  Minn. 

JAMES  STINSON Chicago,  III. 

SAMUEL  M.  FELTON, Philadelphia,  Penn. 

CHARLES  B.  WRIGHT PhUadelphla,  PENif. 

Secretary:  SAMUEL  WILKESON. 


Executive  Committee : 

J.  GREGORY  SMITH,  WILLIAM  G.  FARGO, 

R.  D.  RICE,  WILLIAM  WINDOM, 

WILLIAM  B.  OGDEN,  S.  M.  FELTON. 

GEORGE  W  CASS,  CHARLES  B.  WRIGHT. 


Financial  Agents  for  the  Railroad  Company: 
JAY  COOKE  &.  CO. 

PHILADELPHIA. 


Philadelphia,  June  i,  i86g. 


W.  MILNOR  ROBERTS,  Esq. 


ASH  CTHEBB: 


Gentlemen  :— The  Directors  of  the  Northern  Pacific  Rail- 
road, having  proffered  us  the  Financial  Agency  of  their  Compan/, 
we  feel  it  our  duty  before  accepting  the  trust,  and  before  we  in- 
stitute measures  for  the  sale  of  the  Securities  of  the  Company, 
or  become  identified  with  this  great  work,  to  cause  a  thorough 
examination  of  the  route  to  be  made,  by  agents  chosen  and  sent 
out  by  ourselves ;  and  we  do  this,  not  because  we  do  not  place 
implicit  confidence  in  the  representations  made  to  us,  or  doubt 
in  the  2eajr.  the  numerous  and  very  able  explorations  already 
made  in  detail  by  men  of  the  highest  scientific  and  personal 
character,  but  because  of  our  long  established  rule  to  make 
"assurance  double  sure,"  and  to  take  every  precaution  to  avoid 
placing  in  jeopardy,  not  only  our  own  means,  but  the  means  of 
those  who  confide  in  our  judgment. 

We  request  you  and  the  gentlemen  detailed  as  your  com- 
panions, to  proceed  to  the  Pacific  coast  and,  after  a  thorough 
examination  of  Puget  Sound  and  the  Columbia  river — the  two 
termini  of  the  Northern  Pacific  Road — to  proceed  eastward  along 
the  general  line  of  the  road,  via  Columbia  river  or  the  Snoqualme 
Pass,  by  such  route  as  you  shall  select  to  the  passes  in  the 
Rocky  Mountains,  and  thence  to  Fort  Benton,  and  also  to  the 
waters  of  the  Yellow  Stone. 


Other  parties,  under  Governor  Smith,  of  Vermont,  and 
Governor  Marshall,  of  Minnesota,  will  explore  the  already  well 
known  route  from  Lake  Superior  to  Red  river,  and  up  the  valley 
of  the  Cheyenne  to  the  great  Bend  of  the  Missouri.  General 
Hancock,  the- military  commander  of  the  Northwest,  now  about 
returning  from  an  extensive  tour  along  the  Missouri  and  the 
Yellow  Stone,  will  furnish  the  information  we  need  as  to  this 


remaining  link. 


As  soon  as  possible  after  your  return  we  desire  a  full  Report 
from  you  of  the  whole  route,  based  upon  the  explorations  of  these 
parties,  as  well  as  the  information  given  at  an  earlier  day  by  the 
distinguished  explorers  who  have  gone  before  you,  and  which  we 
doubt  not  will  now  be  fully  verified. 

Sincerely  your  friends, 

JAY  COOKE  &  CO. 


to 


Messrs.  JAY  OOOKB  &  00. 


BAKKHRS, 


PHUABmriu. 


Sepiember  23th ,  i86g. 

Gentlemen:— Pursuant  to  your  instructions,  dated  June  Ist, 
1869,  I  proceeded,  without  delay,  by  railroad  to  Omaha,  and 
there  met  the  gentlemen,  five  in  number,  with  whom  I  was  to  be 
aasociated  in  the  important  investigation  committed  to  us.    We 
proceeded  by  the  Union  Pacific  and  Central  Pacific  Eailroads, 
1,775  miles  to  Sacramento,  and  thence  120  miles  by  the  Sacra- 
mento river  and  across  the  bay  to  San  Francisco.    At  San  Fran- 
cisco, on  ascertaining  that  the  steamer  for  Portland,  Oregon, 
would  not  sail  for  several  days,  we  decided  on  taking  the  over- 
land route  back  through  Sacramento,  and  thence  along  nearly 
parallel  with  the  Pacific  coast  to  Portland,  oa  the  Willamette 
river,  an  important  tributary  of  the  Columbia.    Eailroada  are 
already  in  the  course  of  construction,  extending  northward  from 
Sacramento,  and  we  rode  over  the  finished  p-rtion,  extending  70 
miles  beyond  Sacramento,  to  Orovilloi  thence  in  stages  560milea 
to  Portland,  passing  through  a  number  of  towns  and  cultivated 
lands  in  Northern  California,  and  through  Salem  and  other  towns 
in  Southern  Oregon.    Although  this  coast  route  is  partially 
broken  by  some  mountain  ranges,  there  are  extensive  areas  of 
fine  agricultural  country,  which,  on  the  completion  of  the  rail- 
roads now  in  progress,  will  contribute  their  share  of  passenger 
travel  and  general  traffic  to  the  main  trunk  roads  with  which  they 
connect.    At  the  northern  end  of  our  journey,  especially  on  the 
last  hundred  miles  of  the  Willamette  valley,  approaching  Port- 
land, we  were  particularly  struck  with  its  beautiful  appearaaqe 


6 


as  an  agricultural  region,  already  settled  and  cultivated  far  beyond 
our  anticipations.  Two  railroads,  one  on  each  side  of  this  great 
yalley,  are  now  in  process  of  construction,  and  the  people  of  that 
region,  with  good  reason,  are  confident  that  there  will  be  busi- 
ness enough  for  both  as  rapidly  aa  they  can  be  extended.  This 
Eplendid  valley,  with  the  aid  of  these  railroads,  will  concentrate 
a  large  railroad  trade  at  Portland,  one  of  the  western  termini  of 
the  North  Pacific  Road,  which  must  tend  to  augment  the  busi- 
ness and  population  of  that  flourishing  city,  and  thus  furnish  a 
valuable  contribution  to  the  business  of  the  Northern  Pacific 
Railroad.  The  enterprising  men  of  Portland,  who,  upon  the 
occasion  of  our  visit,  gave  us  a  hearty  reception,  and  expressed 
the  most  lively  interest  in  the  success  of  the  Northern  Pacific 
Railroad,  have,  in  the  space  of  a  few  years,  built  an  elegant 
city,  with  all  the  modern  appliances  of  water  supply,  gae, 
Nicholson  pavements,  handsome  churches,  stores,  etc.,  as  well  aa 
commodious  wharves,  at  which  we  saw  numbers  of  sea-going 
vessels  from  foreign  ports,  and  river  and  ocean  steamers. 
Vessels  .drawing  fourteen  feet  water  can  enter  and  depart  at  all 
times,  and  sometimes  vessels  of  greater  draft  arrive.  The  popu- 
lation is  already  over  eight  thousand.  One  circumstance  in 
connection  with  the  enterprise  and  business  capacity  of  Portland 
is  worthy  of  special  notice.  The  Oregon  Steam  Navigation 
Company,  originated  here  by  a  few  gentlemen  less  than  ten 
years  ago,  with  a  capital  of  about  one  hundred  and  fifty  thousand 
dollars,  now  owns  twenty  steamers  running  on  the  "Willamette 
river,  up  and  down  the  Columbia  river  from  Portland,  on  Puget 
Sound,  on  two  different  stretches  of  the  Columbia  above  the 
Cascades,  on  Lake  Pend  d'Oreille,  and  on  two  different  portions  of 
Clarke's  Fork  of  the  Columbia ;  they  own  two  portage  railroads, 
of  their  own  construction,  one  six  and  the  other  fourteen  miles 
long,  and  their  capital  is  now  over  two  millions  of  dollars,  besides 
paying  large  dividends ;  so  that  the  Company  has  become,  de- 
servedly, a  power  on  this  part  of  the  Pacific  slope. 

To  the  libertlity  and  kindness  of  Captain  I.  H.  Ainsworth, 
President,  and  Mr.  Reed,  Treasurer  of  this  important  organlia- 


I 


tion,  our  party  are  under  very  great  obligations  for  the  free  use 
of  their  steamers,  wherever  we  could  avail  ourselven  of  them  to 
facilitate  our  examinations;  on  Puget  Sound,  on  the  rivers,  and 
on  Lake  Pend  d' Oreille.  In  no  other  way  could  we  have  made 
some  of  our  most  important  observations  so  satisfactorily,  and  in 
the  shortest  possible  time.  There  is,  perhaps,  no  single  fact  to 
which  I  can  refer  in  connection  with  our  investigations  more  sug- 
gestive of  the  rapid  and  substantial  growth  of  trade  and  com- 
merce on  this  part  of  the  Pacific  coast,  than  the  eminent  success 
of  this  Steam  Navigation  Company,  and  the  flourishing  condition 
of  Portland,  the  home  of  its  far-seeing  and  public  spirited  pro- 
prietor. Captain  Ainsworth. 

Leaving  Portland  on  one  of  the  Company's  admirable 
steamers,  we  steamed  down  the  Willamette  river  a  few  miles  to 
the  Columbia  river,  and  down  that  noble  stream  to  the  mouth  of 
the  CowUtz,  and  up  the  Cowlitz  a  short  distance  to  the  town  of 
Monticello,  which  is  sixty  miles  by  water  from  Portland.  Here 
we  disembarked,  and  were  corveyed  in  coaches,  partly  along  the 
valley  of  the  Cowlitz,  and  thence  over  the  portage  between  the 
waters  of  the  Columbia  and  those  of  Puget  Sound,  to  Olympia,  a 
flourishing  town  at  the  very  head  of  Puget  Sound,  a  distance  of 
eighty-five  miles  from  the  mouth  of  the  Cowlitz  river,  and  one 
hundred  and  forty-five,  by  our  travelled  route  from  Portland. 
The  country  between  the  mouth  of  the  Cowlitz  and  Olympia, 
on  the  stage  route,  is  very  hilly,  part  of  the  way,  but  the  valleys 
on  either  side  of  the  portage  mentioned,  present  a  remarkably 
favorable  route  for  a  railroad  with  easy  grades  between  the 
valley  of  the  Columbia  and  Puget  sound. 

At  Olympia,  Captain  Ainsworth,  who  kindly  accompanied  us, 
placed  another  steamer  at  the  command  of  our  party,  and  with 
her  we  made  the  tour  of  the  Sound,  stopping  at  the  principal 
ports  and  noting  all  objects  of  interest.  The  citizens  of  Olympia 
take  a  warm  interest  in  the  Bailroad,  and  extended  to  us  numerous 
courtesies,  and  gave  us  much  information.  Olympia  is  in  latitude 
47°.03  north ;  longitude  122°.55  west.  The  magnetic  variation 
en  this  part  of  the  coast  is  about  20^°  east. 


8 


^ 


From  Olympia  we  coasted  along  the  eastern  shore  of  the 
Sound,  visiting  Thcomah,  about  thirty  milea  from  Olympia,  in 
Commencement  bay,  where  a  large  new  saw-mili  was  juat  going 
into  operation.  It  has  six  steam  engines,  and  two  hundred  und 
^fty  tons  of  machinery.  There  is  deep  water  here,  sufficient  for 
the  largest  vessels.  The  tide-rise  is  usually  about  thirteen  feet, 
but  sometimes  it  is  sixteen  feet  or  more. 

Tacomah  is  situated  at  the  mouth  of  the  Puytillup  river. 
An  Indian  Agency  is  still  kept  up  on  the  left  bank,  near  the 
mouth  of  the  river.  It  may  be  stated  here  that,  with  the  excep- 
tion of  Olympia,  all  the  ports  on  the  Sound  have  at  their  piers 
an  abundant  depth  of  water  for  the  largest  sea-going  vessels. 
Olympia  harbor,  at  its  upper  end,  is  only  navigable  for  large 
vessels  when  the  tide  is  in ;  the  shoal  water  extending  about  a 
mile  and  a-half  from  the  piers.  In  approaching  Seattle  we 
passed  Point  Alki,  and  about  two  miles  farther,  just  before 
entering  the  bay  Lamb's  Head.  The  Freeport  Mills  are  just 
ground  the  point  of  Lamb's  Head,  and  the  Territorial  University 
of  Washington  Territory  stands  on  an  eminence  to  the  left  of  the 
town.  The  citizens  fired  a  salute  in  honor  of  our  arrival,  and 
expressed  the  liveliest  interest  in  behalf  of  the  Raili  ^ad ;  hoping 
that  Seattle  would  be  selected  af?  one  of  its  terminal  points. 
The  land  rises  rather  abruptly  immediately  back  of  the  town,  to 
the  height  of  about  three  hundred  feet  above  the  sea,  and  then 
gradually  falls  and  rises  in  heavy  undulations,  till  at  three  miles 
back  it  falls  to  the  level  of  Lake  Washington,  a  fresh  water  lake, 
which  is  said  to  be  only  about  twenty  feet  above  high  tide. 
The  lake  is  between  twenty  and  twenty-five  miles  long,  and 
about  eight  miles  wide.  It  has  a  large  island  near  the  middle. 
At  the  northern  end  of  Lake  Washington  there  is  an  outlet  to  a 
smaller  one,  called  Lake  Union,  which  is  said  to  be  about  seven 
feet  above  high  tide.  Lake  Union  has  an  outlet  to  the  Sound, 
near  Seattle.  There  is  also  an  outlet  from  the  southern  end  of 
Lake  Washington,  by  which  the  water  flows  into  the  Duwamish 
river,  which  runs  to  the  Sound  south  of  Seattle.  The  water  of 
Lake  Waaliington  is  perfectly  char  and  pure,  and  it  is  <i\uiA 


' 


I 


1' 


deep.  There  are  here  combined,  water  and  water  power  for 
supplying  a  city.  Wo  rode  over  to  the  lake,  and  went  in  a  boat 
obliquely  across  to  its  eastern  side,  about  nine  miles,  and  walked 
two  and  a-half  miles  over  undulating  ground  to  examine  a  coal 
mine,  which  had  been  opened  but  a  short  time.  Wo  found  a 
regular  vein  of  bituminous  coal,  of  four  to  five  feet  thickness — a 
very  fair  article  of  coal  for  blacksmith  and  other  purposes. 
Afterward,  in  an  interview  with  Mr.  L.  B.  Anderson,  the  pioneer 
of  ccal  discovery  along  the  Sound,  I  learned  that  he  hed  traced 
this  vein  and  others  for  six  miles  east  and  west,  and  that  the 
lowest  and  best  vein  was  sixteen  feet  thick — next  to  the  basaltic 
rock.  At  Seattle  the  heaviest  ships  load  with  lumber  for  foreign 
ports.  In  going  out  to  the  north  from  Seattle  bay,  we  pass  West 
Point.  At  the  head  of  the  bay  of  Seattle  is  the  Duwamish 
river. 

From  Seattle  we  steamed  over  to  Fort  Gamble  or  Tee  Ka 
Let,  where  we  found  important  saw-mills,  belonging  to  Pope  and 
Talbot — the  largest  now  en  the  Sound.  These  mills  have  mado 
one  hundred  and  fifty  thousand  feet  board  measure  in  twenty- 
four  hours.  Vhen  their  new  gang  saws,  now  nearly  finished, 
are  complete,  their  capacity  will  be  two  hundred  thousand  feet 
per  day.  This  firm  owns  and  sails  seventeen  vessels  to  Saa 
Francisco,  the  Sandwich  Islands,  etc.  They  have  had  eight 
vessels  at  a  time  loading  lumber  at  their  wharves.  They  employe 
a  steam-tug  for  towing  large  rafts.  I  present  these  statistics,  in 
order  to  convey  an  idea  of  the  magnitude  and  importance  of  the 
lumber  business  of  Puget  Sound.  Without  describing  each 
locality  where  there  are  saw-mills,  may  state  that  there  are 
t6n  establishments  now  running,  Waose  average  daily  product 
is  firom  five  hundred  to  seven  hundred  thousand  feet,  and  tiia 
number  and  capacity  of  the  mills  is  on  the  increase,  and  the 
business  is  yet  in  its  infancy. 

From  Port  Gamble  we  went  around  to  Port  Ludlow,  which 
is  also  on  the  west  side  of  the  Sound,  or  rather  of  Admiralty 
Inlet,  in  about  latitude  47°  54".  On  entering  the  bay  we 
passed  around  Port  Taia.    Here  ia  found  another  extenaive  aaw* 


r> 


10 


mill,,  at  Ludlow's  Landing,  cutting  sixty-five  thousand  feet  per 
day.  The^e  were  two  ships  loading  there  at  the  time  of  our 
visit.  Thence  we  went  on  to  Fort  Townshend.  (Point  Hudson 
is  in  latitude  48°  C"  03".)  This  is  a  beautiful  and  perfectly 
protected  harbor,  and  the  town,  built  partly  on  the  hill  and 
partly  under  the  hill,  presents  a  very  pleacing  aspect.  The 
island  opposite  the  town  across  the  hay  is  famous  for  abundance 
of  deer.  Port  Townshend  is  now  the  first  United  States  port  of 
entry  after  leaving  the  British  Possessions,  or  on  entering  by  tho 
Strait  of  Juan  de  Fuca  from  any  foreign  port. 

From  Port  Townshend  we  steamed  obliquely  across  in  a 
direction  a  little  north  of  east  to"  Bellingham  bay,  on  the  eastern 
side  of  tbf*  Sound.  Bellingham  bay  is  three  miles  wide  and 
fourteen  miles  long,  extending  from  latitude  48°. 33'  to  latitude 
48°.48'',  with  a  depth  of  water  ranging  from  three  to  twenty 
fathoms,  with  good  sticky  bottom  for  anchorage.  Bituminous 
coal  mines  have  been  worked  at  JSehome  and  Whatcom,  on  this 
bay,  for  a  number  of  years,  and,  recently,  some  new  mines  have 
been  opened.  There  is  no  doubt  that  coal  exists  over  an  'extensive 
area  of  country  east  of  Puget  sound ;  and  as  the  demand  on  the 
coast  is  steadily  increasing,  it  will  be  devuloped  to  meet  the  wants 
of  commerce. 

In  passing  the  upper  part  of  the  Gulf  of  Georgia  we  were 
presented  with  a  charming  view  of  that  noble  body  of  water. 
Indeed,  the  entire  voyage  around  the  Sound,  through  Adn^iralty 
Inlet,  the  Straits  of  Juan  de  Fuca,  the  Gulf  of  Georgia,  and 
Bellingham  bay,  including  the  views  of  various  prominent  points, 
lovely  islands,  and  distant  mountains,  was  1  ui  a  passage  through 
a  continuous  panorama  of  sr  lendid  scenery,  which  can  gcarcely  be 
exoeller^  in  any  part  of  the  globe. 

On  our  return  from  Bellingham  bay,  whore  we  were  within  a 
few  miles  of  latitude  49°,  the  extreme  northern  boundary  of  the 
United  States,  we  visited  Victoria,  on  Vancouver's  Island,  a 
handsome  place,  situated  on  a  point  on  a  small  bay.  It  was  much 
more  flourishing  a  few  years  ago,  during  the  Frazier  river  ex- 
eitement,  than  it  is  now.     At  present,  business  is  dull,  and  the 


11 


local  taxes  are  very  high.  Bituminoua  coal  is  sold  at  Victoria 
for  $4.00  per  ton ;  and  anthracite  coal  is  found  on  Queen  Char- 
lotte's Sound,  and  sold  in  Victoria. 

From  Victoria  we  steered  across  the  Strait  de  Fuca,  ohtaining 
a  view  of  Eace  P«ock  Light,  also  of  the  remarkable  spit  projecting 
six  miles  into  the  strait,  on  which  stands  the  new  Dungennea 
Light  House.  Thence  passing  over  in  sight  of  Washington 
Harbor,  Protection  Island,  and  back  to  Port  Townshend,  where 
we  had  to  report  ourselves  as  coming  from  a  foreign  land.  We 
then  returned,  touching  at  the  different  ports,  to  Olympia ;  having 
made  a  complete  circuit  of  this  remarkable  body  of  water,  in 
which  we  saw  and  noted  much  more  than  could  be  conveniently 
embodied  in  this  preliminary  Report,  We  are  under  obligations 
for  the  great  liberality  and  kindness  of  Captain  Ain^worth, 
and  all  the  officers  of  the  steamers.  It  also  affords  me  pleasure 
to  thank  Governor  Evans,  and  Captain  James  S.  Lawson,  of 
Olympia,  for  much  valuable  information.  Captain  Lawson,  who 
is  in  the  service  of  the  government,  has  spent  years  in  the  survey 
and  study  of  these  waters.  He  accompanied  us  on  our  trip,  and 
described  all  important  points  of  interest  in  a  very  satisfactory 
manner.  We  could  not  have  made  an  examination  of  the 
channels  and  harbors  on  these  glorious  waters  under  more 
fa\rorable  auspices;  and  with  the  additional  aid  of  the  coast 
Burvey  reports  and  charts,  I  have  been  enabled  to  obtaiu  a  very 
accurate  knowledge  of  this  important  portion  of  our  Pacific  pos- 
sessioni;. 

I  have  likewise  devoted  considerable  attention  to  the  reports 
and  charts  of  the  mouth  of  the  Columbia  river,  and  the  adjacent 
coast  on  both  sides.  In  regard  to  the  Colurabia  river,  at  and 
near  its  mouth,  it  may  only  be  necessary  to  say  in  this  place,  iu 
general  terms,  that  it  is  entirely  practicable  to  construct  a  Eailroad 
with  easy  grades  and  curvature,  at  moderate  cost,  from  the 
Willamette  river  down  to  any  plaoe  that  might  be  selected  as  a 
commercial  terminus  on  the  lower  end  of  the  river.  Whatever 
difficulty  sailing  vessels  may  experience  Bometimes  in  entering  the 
mouth  of  the  Columbia,  on  account  of  adverse  winds,  the  San 


. 


12 


Francisco  steamers  experience  none  in  making  their  ragulaf 
trips  between  San  Francisco  and  Portland,  passing  between  the 
Ocean  and  the  Willamette  river,  via  the  Columbia  river. 

It  would  consume  too  much  space  in  this  Eeport  to  present 
in  detail  all  the  knowledge  acquired  respecting  the  waters  of 
Puget  Sound,  and  of  the  lower  Columbia  river,  in  connection 
with  proposed  terminating  points  on  the  Northern  Pacific  Rail- 
road. Without  at  present  indicating  any  particular  port  as 
likely  to  be  the  best  and  most  advantageous,  it  may  be  said  that 
there  is  a  choice  of  good  sites  for  a  large  commercial  city,  such 
as  must  soon  grow  up  at  the  terminal  point  of  the  Northern 
Pacific  Railroad  on  the  Pacific  coast. 


'i 


PUGET  SOUND. 

In  referring  to  Puge'.  Sound,  in  a  general  way,  the  mmd 
naturally  embraces  the  entire  expanse  of  waters  of  which, 
technically,  Puget  Sound,  the  extreme  southern  portion, 
constitutes  but  a  small  part.  The  Gulf  of  Georgia,  and  the  Strait 
of  Juan  de  Fuca,  are  the  two  grand  inlets  from  the  Ocean ;  each 
being  about  ten  miles  wide  in  their  narrowest  parts,  and 
generally  much  wider.  The  Strait  of  Juan  de  Fuca  must  always 
be  the  main  commercial  avenue  from  the  sea  to  the  extensive 
region  surrounding  the  vast  interior  salt  water  navigation,  which 
permeates  that  portion  of  United  States  territory  lying  between 
latitude  47°  and  49°,  and  between  longitude  122°  and  124|°. 
The  coast  line  of  all  these  inland  aeas  covers  a  distance  of  1,800 
miles,  surrounded  on  the  eastern  side  by  magnificent  forests  of 
pine,  fi'',  cedar,  etc.,  surpassing  any  forests  elsewhere  to  be  found 
on  the  globe,  in  the  quantity  and  quality  of  the  timber. 
Numerous  settlements  already  exist  at  diflferent  points,  generally 
wher6  saw-mills  could  be  conveniently  located,  adjacent  to  the 
valuable  timber  tracts,  and  with  their  piers  so  arranged  that  the 
largest  Ocean  ships  can .  lie  there  in  perfect  safety,  at  all  times, 
and  receive  their  cargoes  of  lumber  directly  from  che  mills. 
The  facilities  for  the  greatest  lumber  trade  the  world  has  ever 


13 


if 


knd^^m,  are  here;  and  before  the  North  Pacific  Eailroad  can  b» 
completed,  the  product  of  the  mills  around  Puget  Sound  will- 
unquestionably  exceed  a  million  of  feet  per  daV,  or  three  hundred 
millions  per  annum;  With  the  settlements  on  these  shores,  which 
will  accompany  and  follow  the  construction  of  this  Ranroad,  and 
with  the  interior  demand  that  it  will  create  along  the  line  of  the 
road  itself,  it  is  safe  to  claim  that  on  these  inland  seas  will  spring 
up,  almost  like  magic,  a  trade  which  will  establish  this  as  the 
world's  chief  lumber  mart. 

There  ia  not  anywherd  else  on  the  globe  to  be  found  an 
unoccupied  field  for  the  establishment  and  permanent  support  of  a 
new  great  city,  such  as  should  form  the  terminus  of  a  Continental 
Railroad,  uniting  the  waters  of  the  Pacific  and  Atlantic  by  the 
shortest  line  between  the  great  Puget  Sound  indentation  of  tha 
coast  in  the  west,  and  the  Lake  Superior  indentation  of  the  coast 
on  the  east.  Between  these  extreme  points  the  distance  by  a 
direct  line  is  only  about  1,350  miles ;  being  thirty  degrees  of 
longitude  of  forty-five  miles  to  each  degree,  between  the  latitude 
of  46°  and  48^ 

Next  to  the  lumber  trade  in  importance  will  be  at  first  tne 
great  Isheries  off  the  Pacific  coast ;  the  facilities  for  the  accom* 
modation  of  which  will  be  found  at  the  terminus  of  this  Railroad, 
where  the  vessels  will  be  built,  equipped,  and  found,  complete, 
with  every  needed  appliance,  and  manned  ready  for  sea.  I  say 
"  at  first/*  because  the  dav  is  not  far  distant  when  the  manu- 
factures  which  will  grow  up  around  this  world  of  waters,  will 
engender  a  commerce  far  exceeding  that  arising  from  the 
fisheries ;  and,  as  the  forests  recede  under  the  insatiable  demands 
of  an  increasing  growth  of  population,  agricultural  products  will 
fiU  the  appareniii  void,  for  it  is  certain  that  the  soil  where  these 
vast  forests  now  grow  is  remarkably  prolific.  And  if  at  some 
period  in  the  future  when  numerous  flourishing  cities  shall  have 
grdwn  up  with  the  growth  of  this  Pacific  coast,  the  timber  should 
be  exhausted,  a  bountiful  Providence  has  stored  up  for  the  use 
of  the  coming  generations  an  abundant  supply  of  coal,  an  article 
wHieh  ia  the  basis  of  most>  of  the  wealth  of  Great  Britain,,  and 


14 


It 


■whict,  more  tban  any  single  product  of  tlio  mines,  has  enabled 
the  United  States  to  take  her  present  stand  among  the  nations. 

The  climate  of  this  favored  region  is  very  remarkable,  and 
will  always  remain  an  attractive  feature ;  and  which  must, 
therefore,  aid  greatly  in  the  speedy  settlement  of  this  portion  of 
the  Pacific  coast.  Even  in  the  coldest  winters  there  is,  practi- 
cally, no  obstruction  to  navigation  from  ice;  vessels  can  enter 
and  depart  at  all  times ;  and  the  winters  are  so  mild  that  summer' 
flowers,  which  in  the  latitude  of  Philadelphia  on  the  Atlantic 
coast,  we  are  obliged  to  place  in  the  hot-house,  are  left  out  in  th3 
open  garden  without  being  injured.  The  cause  of  this  mildness 
is  usually,  a,nd  I  think  correctly  ascribed  to  the  warm  water 
equatorial  current,  which,  impinging  against  the  Pacific  coast, 
north  of  the  Strait  de  Fuca,  passes  along  nearly  parallel  with  the 
shore,  diffusing  its  genial  warmth  over  the  land,  far  into  the  in- 
terior. Of  the  fact  there  is  no  doubt,  whatever  may  be  the 
cause. 

The  opening  of  the  Union  Pacific  and  Central  Pacific  Rail- 
roads, forming  part  of  the  continuous  railroad  communication 
between  the  Atlantic  and  Pacific,  is  the  signal  for  the  commence- 
ment of  the  work  which  will  open,  at  the  earliest  practicable 
moment,  the  direct  line  of  Railroad  by  the  valley  of  the  Columbia  to 
the  Pacific  tide  water  on  the  river  and  on  Puget  Sound.  In  my 
opinion  this  has  settled  the  whole  question ;  for  it  is  only  neces- 
sary that  intelligent  men  should  visit  this  portion  of  the  Pacific 
coast  to  become  impressed,  as  I  have  been,  with  its  wonderful 
advantaged.  Until  the  opening  of  that  continental  line  of 
Railroad,  only  a  few,  comparatively,  would  voluntarily  undergo 
the  toil  and  privations  of  a  laborious  journey  of  fiva  or  six 
months ;  and  few,  comparatively,  could  afford  to  pay  th  3  cost  by 
the  ocean  and  isthmus  route ;  consequently  the  settlement  of  the 
Pacific  slope  has  been  slow,  in  past  years,  compared  with  what  it 
will  be  when  clieap  fares  and  quick  transportation  shall  enable 
hardy  and  industrious  emigrants  to  pass  over  on  the  continental 
rail.  I  am  not  among  those  who  have  been  so  ready  to 
exclaim  that  the  Union  Pacific  and  Central  Pacific  lines  will 


15 


of 


prove  to  be  at  first  compaic^tively  unremunerative.  They  ought 
not  to  be  when  success  is  certainly  attainable  by  proper  manage- 
ment ;  the  key  note  of  which  is,  low  fares  for  passengers  and 
freights. 

The  precise  point  for  the  ocean  terminus  of  the  North 
Pacific  Kallroad  cannot  well  be  determined  till  the  final  route  for 
the  main  lino  shall  be  adopted ;  but  the  foregoing  remarks  are 
applicable  in  any  event.  , 

I  have  dwelt  longer  than  I  anticipated  upon  this  end  of  the 
route,  but  the  importance  of  the  subject  is  such  that  it  cannot  be 
satisfactorily  disposed  of  in  a  few  words. 

Our  party  returned  from  Olympia  and  passed  over  to  the 
Cowlitz  river,  where  we  embarked .  in  a  large  canoe  managed  by 
Indians,  who  conveyed  us  safely  down  the  river,  a  distance  of 
about  thirty  miles,  affording  us  an  excellent  opportunity  of  seeing 
the  Railroad  capabilities  of  this  valley,  which  are  excellent; 
presenting  ground  for  a  good  line,  vith  gentle  grades,  requiring 
a  very  moderate  amount  of  work.  Near  the  mouth  of  the 
Cowlitz  we  were  met  by  another  steamer  belonging  to  the  Oregon 
Steam  Navigation  Company,  which  carried  us  up  the  Columbia 
and  Willamette  rivers  to  Portland. 

"We  were  already  in  possession  of  the  reports  of  Mr.  Johnson, 
Chief  Engineer  of  the  Railroad  Company,  of  the  surveys  made  in 
1867,  of  the  different  passes  of  the  Cascade  range  of  mountains, 
which  intervenes  between  Puget  Sound  and  the  main  valley  of 
the  Columbia,  eastward,  and  therefore  preferred  examining  on 
the  ground  the  much  more  circuitous,  though  more  level,  route, 
via  the  Cowlitz  river  Portage,  which  goes  around  the  mountain 
range,  which  is  entirely  cut  through  by  the  Columbia  river.  It 
will  be  observed  that  this  is  quite  a  distinct  thing  from  what  is 
called  the  Cowlitz  Pass,  which  is  by  another  prong  of  the  Cow- 
litz river  coming  from  the  mountain.  The  surveys  prove  the 
practicability  of  routes  through  the  passes  of  the  Cascade  range, 
as  described  in  Mr.  Johnson's  report ;  and  before  the  final  adoption 
of  a  route,  additional  surveys  will  of  course  be  made,  covering 
carefully  all  the  possible  routes  between  Puget  sound  and  Columbia 


[ 


10 


river.  It  is  unnecessaxy  in  this  place  to  present  more  detailed 
views  bearing  upon  the  question  ol  these  routes.  I  can  state  that 
it.  is  practicable  to  construct  a,  goodrailroad  between  the  Sound  and 
the  river  at  a  reasonable  cost. 

Gn  our  return  to  Portland,  the  gentlemen  of  that  city  very- 
kindly  gave  us  all  the  information  they  possessed  respecting  tha 
character  of  the  country  along  the  Columbia  and  Willamette^ 
and  the  business  of  that  region,  and  Captain  Ainsworth,  Presir 
dent  of  the  0.  S.  N.  Co.,  again  placed  at  our  disposal,  free  of 
expense,  one  of  their  fine  steamers,  which  plies  regularly  between 
Portland  and  the  Cascades  on  the  Columbia  river,  a  distance  of 
sixty  miles,,  which  enabled  us  to  have  a  perfect  view  of  the  great 
valley  of  the  Columbia  that  far.  On  o^ir  way  we  touched  at  Fort 
Yajicouver,  a  United  States  post  and  town  of  some  importance, 
about  five  miles  abov*  the  upper  mouth  of  the  Willamette  river. 
At  the  foot  of  the  Cascades  we  disembarked  and.  were  conveyed 
in  the  railroad  cars,  belonging  to  the  same  company,  six  miles  to 
the  head  of  the  falls,  where  we  were  placed  on  board  of  another 
excellent  steamer  belonging  to  the  company.  The  Cascades  present 
to  the  tourist  a  charming  scene,  though  to  the  engineer  they  are 
an  obstacle ;  which  has,  however,  been  admirably  overcome  by  the 
construction  of  a  first-class  railroad,  which  is  traversed  safely  at 
the  rate  of  twenty-five  miles  an  hour;  so  that  but  a  few  minutes 
elapse  between  bidding  adieu  to  one  steamer  and  being  comfortat- 
bly  quartered  on  another  ready  to  proceed  up  the  river,  through 
the  most  picturesque  scenery,  fifty  miles  to  the  foot  of  the  Dalles^ 
at  the  City  of  Dalles,  where  another  railroad,  fourteen  miles  long^ 
conveyed  us  to  the  head  of  the  DaJlea  at  Celilo,  a  small  town, 
where  we  were  accommodated  with  another  of  the  company's 
ate8«ners,  which  took  us  one  hundred  and  twerty  miles  to  WaX- 
lilla„a  small  town  at  the  mouth  of  the  Walla  Walla  river.  On  our 
w^y  we  stopped  at  Umatilla,  a  town  eighty-five  miles  above  CelUc^ 
aad  discharged  thirty-threo  tons  of  freight  in  lees  than  an  houR 

At  Wallula,  we  left  the  river,  and  proceeded  into  the  inteirior 
thirty  miles  to  WallaWalla,  inWashington  Territory,  a  town  of  eour 
si4erable  importance,  within  a  mUe  of  which  stands  new  Fort  Walla 


17 


Walla.  There  are  many  objects  of  interest  to  the  tijQrist,  such  as 
the  Cascades,  the  Dalles, with  its  great  salmon  fisheries,  the  BridaJ- 
veil  Falls,  Castle  Eock,  Governor  Stevens'  Monument,  and  others 
which  I  have  not  here  taken  time  to  describe,  although  they  are 
prominently  known  along  the  Columbia  valley,  and  on  Puget  Sound, 
Mount  Baker,  Mount  Adams,  and  Mount  St.  Helens,  with  their 
elevated  snow-clad  peaks,  are  tie  pride  of  Washington  Territory ; 
whilst  Mount  Jefferson  and  Mount  Hood,  with  tips,  in  the  eternal 
snows,  constitute  grand  and  conspicuous  objects  in  Oregon,  and 
are  visible,  especially  Mount  Hood,  at  a  great  distance,  from 
various  points  along  the  river.  Were  I  to  enter  upon  descrip- 
tions of  all  the  wonders  which  attracted  our  attention,  volumes 
would  take  the  place  of  a  report. 

Thus,  through  the  aid  of  the  admirable  steamers  of  \}-i 
0.  S.  N.  Co.  we  were  enabled,  in  a  brief  time,  to  make  a  rau. 
satisfactory  reconnoissance  oi  the  great  valley  of  the  Columbia, 
to  within  twelve  miles  of  the  junction  of  the  Snake  river  with  the 
XJolumbia;  which  is  about  three  hundred  and  fifty  miles  from  the 
ocean,  and  two  hundred  from  tide-water  in  the  Columbia  riv**. 
On  the  greater  portion  of  the  way  a  good  Eailroad  with  low 
grades,  can  be  built  at  moderate  cost.  There  are  some  miles 
of  heavy  work,  but  my  detail  notes  show  that  the  miles  of  earjy 
construction  predominate  so  m^.torially  as  to  reduce  the  average 
cost  within  very  moderate  Umits  One  fact  is  of  more  value  than 
many  theories.  The  fact  that  a  private  company,  in  the  very 
infancy  of  the  white  settlement  of  this  portion  of  Oregon,  con- 
structed first-class  Bailroads  around  two  of  the  most  difficult 
points  in  the  valley ;  one  six  and  the  other  fourteen  miles  long, 
and  thereby  securing  the  control  of  traffic  and  passenger  travel 
which  has  paid  handsome  dividends  on  the  co8t>  is  a  prictical 
proof  of  the  feasibility  of  the  route  along  the  river. 

Although  our  steamer  stopped  at  Wallula,  there  is  good 
steamboat  navigation  most  of  the  year  for  more  than  a  hundred 
miles  farther  up  the  Lewis  or  Snake  river,  and  there  a,re  many 
long  stretches  of  good  steamboat  navigation  on  the  upper  Columbia, 
9Xkd  along  Clarke's  Fork. 
3 


18 


The  citizens  of  Walla  "Walla,  and  of  the  flourishing  agri- 
cultural valley  of  which  it  is  the  business  centre,  have  projected 
a  Railroad  to  the  Columbia  river  at  Wallula ;  and,  as  the  ground 
is  quite  favorable  for  the  construction  of  a  road  of  light  grades, 
at  very  moderate  cost,  it  will  probably  be  built  very  soon.  The 
enterprising  farmers  of  that  region  will  not  long  be  contented 
with  the  onerous  tax  of  thirty  miles  of  common  road  to  reach 
the  grand  commercial  avenue — the  Columbia  river. 

At  Walla  Walla  we  fitted  out  our  horseback  expedition  for  the 
journey  across  the  country  to  the  Rocky  mountains,  consisting 
of  eight  pack  mules  and  ten  saddle  horses.  During  our  short 
stay  we  were  entertained  by  the  hospitable  people,  and  greatly 
interestGu  in  noting  the  abundant  evidences  of  the  wonderfully 
productive  power  of  the  valley,  which  is  remarkable.  Half  a 
dozen  years  ago  there  was  nothing  here  but  the  bare  ground, 
where  there  are  now  elegant  farms  and  gardens,  in  which  almost 
every  description  of  grains,  fruits  and  flowers  are  growing  in  the 
greatest  perfection  and  profusion.  Philip  Ritz,  Esq.,  the  new 
Marshal  of  Washington  Territory,  who  kindly  accompanied  us 
during  a  large  portion  of  our  journey,  has  here  a  gem  in  the  shape 
of  house  and  grounds,  orchards  and  gardens,  all  of  which  has  been 
formed  in  less  than  five  years.  Mr.  A.  B.  Roberts,  an  enterpris- 
ing farmer,  took  us  over  his  place  and  showed  us  agricultural 
productions,  which,  in  quality,  size  and  quantity,  appeared  moat 
marvellous.  The  flower  garden  of  Mr.  Dugan,  a  prominent  lawyer, 
was  also  perfectly  charming,  containing  a  great  variety  of  the 
most  beautiful  flowers,  which,  in  this  far  off  land,  constitute  a 
pleasing  contrast  to  the  wilderness  of  grass,  which,  until  recently, 
covered  all  this  region  and  reigned  supreme. 

The  latitude  of  Walla  is  about  46°  03',  longitude  118°  12'. 
The  route  from  Walla  Walla  was  chosen  with  a  view  to  com- 
mand, in  the  shortest  time,  the  best  general  view  of  the  country. 
We  had  before  us  the  reports  of  Lewis  and  Clark,  Governor 
Stevens,  Captain  MuUan,  and  others,  and  were  accompanied  by 
Mr.  Ritz,  a  gentleman  who  has  spent  many  years  on  the  Pacific 
elope,  and  who  has  frequently  passed  through  the  mountains 


i 


19 


between  the  Columbia  and  the  Missouri  valleys.  We  therefore 
kept  away  from  the  immediate  course  of  the  river,  and  journeyed 
across  the  country  on  an  intermediate  route,  leaving  the  Lewis  or 
Snake  river  to  the  south,  and  Clarke's  river  to  the  north  of  us. 
We  traveled  at  an  average  rate  of  about  twenty-four  miles  a  day, 
writing  down  as  we  advanced  all  objects  of  interest ;  our  course 
being  nearly  northeast  as  far  as  Pend  d'Oreille  lake,  one  hundred 
and  eighty  miles  from  Walla  Walla.  We  crossed  a  number  of 
streams,  the  principal  of  which  are  the  Touchet  river,  Lewis  or 
Snake  river,  Palouse  rj,  i',  Camass  creek,  and  Spokane  river, 
which  is  the  prolongation  of  the  Coeur  d'Alene  river  after  passing 
through  the  lake  of  that  name.  The  general  character  of  all  this 
region  may  be  described  as  high  rolling  prairie,  everywhere 
covered  .ibundantly  with  bunch  grass  to  the  summits  of  the  high- 
est hills;  ueeless,  excepting  along  the  margins  of  the  streams. 
Such  is  the  country  all  the  way  to  the  northern  boundary  of  the 
United  States  (latitude  49°),  and  beyond  into  the  British  Posses- 
sions, the  Columbia  river  reaching  by  two  of  its  principal  tribu- 
taries as  high  as  latitude  63°.  The  country  near  our  northern 
boundary  was  explored  by  Captain  McClellan  in  1853.  The  in- 
formation derived  from  these  surveys  and  the  surveys  of  Governor 
Stevrens,  and  those  of  Captain  MuUan  and  others  farther  south, 
together  with  our  information  derived  from  intelligent  gentlemen 
who  have  been  through  this  interesting  region,  added  to  our  per- 
sonal observations,  leave  no  possible  room  for  doubt ;  this  is  an 
immense  grazing  area,  of  the  most  superior  character,  interspersed 
with  the  valleys  of  perennial  streams,  along  which  are  lands  which 
when  settled  by  industrious  farmers  will  be  of  the  most  productive 
character,  as  we  have  seen  in  the  case  of  a  number  of  improve- 
ments already  made ;  whilst  the  climate  to  the  majority  of  man- 
kind is  not  only  salubrious,  but  remarkably  attractive.  In 
Washington  Territory  alone,  along  its  eastern  side,  there  are  at 
least  twenty  thousand  square  miles,  or  twelve  million  eight 
hundred  thousand  acres  of  the  finest  grazing  lands,  .on  which 
thousands  of  cattle  and  sheep  will  be  raised  as  cheaply  as  in  any 
other  quarter  of  the  globe ;  and  this  grass  is  so  nutritious  that 


20 


the  cattle  raised  upon  it  cannot  be  Burpaaaed  in  thoir  weight 
«nd  quality.  Snow  rarely  falls  to  a,  sufficient  depth  to  interfere 
seriously  with  the  grazing  all  through  the  winter.  Soioh  may 
be  taken  as  the  general  view  upon  this  important  point  respect- 
ing an  area  of  territory  nearly  half  as  large  as  the  State  of 
Pennsylvania. 

The  Lewis  or  Snake  river  valley  and  the  valley  of  the 
Spokane,  have  been  referred  to  in  reports  of  the  Company  as 
routes  for  the  Railroad,  and  before  a  final  location  is  made  they 
will,  doubtless,  receive  further  examination. 

Our  route  was  taken  across  the  valleys,  and  we  passed  from 
Washington  into  Idaho  Territory.  At  Lake  Pend  d'  Oreille,  (in 
Idaho),  our  animals,  etc.,  were  put  on  board  the  steamer  of  the  0.  S. 
N.  Co.  which  had  been  placed  at  our  service  by  Captain  Ainsworth, 
and  were  conveyed  in  three  hours  along  the  eastern  coast  to  tha 
inlet  of  Clarke's  river,  a  distance  of  thirty  miles,  where  we 
Iftnded  our  animals  at  an  Indian  village  on  the  right  bank  at 
Patrick's  Landing.  We  then  proceeded  with  the  steamer  to 
explore  the  Lake,  continuing  around  its  eastern  and  northern  side, 
and  returning  by  its  southern  and  wastern  coast,  in  all,,  about 
sixty  miles,  concerning  which  I  have  numerous  fiotes  in  deWJ. 
It  is  about  thirty  miles  from  the  entrance  of  Clarke's  river  to  its 
outlet.  Lake  Pend  d'Orielle  is  a  lovely  body  of  water,  perfectly 
clear  and  fresh,  and  profound  in  its  depths,  which  are  yet  un- 
fathomed.  It  is  shaped  irregularly,  in  the  form  of  an  ear-drop, 
as  the  name  betokens ;  each  pendant  being  about  thirty  miles 
long,  and  from  three  to  seven  miles  wide;  covering  a  total  area  of 
about  three  hundred  square  miles,  or  one  hundred  and  ninety-two 
thousand  acres.  It  abounds  in  fish,  and  presents  some  of  the 
most  charming  natural  scenery,  peculiar  to  itself.  A  great 
portion  of  its  eastern  shore  consists  of  high,  abrupt  rocks,  broken 
down  here  and  there  by  the  valleys  of  small  streams  entering  into 
the  lake.  The  oountry  on  its  western  and  northern  sides  is  more 
flat,  and  better  adapted  to  Eailroad  ecmstruotion.  The  most 
northerly  of  the  routes  proposed  for  the  Northern  Pacific 
Railroad,  paaaes  down  the  right  bftftk  gf  G\»xk9'fi  rm'V  to  its  pojiit 


21 


I  into 
lore 
lost 
sific 

|pj»t 


of  debouching  into  this  Lake,  and  around  its  north  shore  to  the 
outlet  of  the  same  river  near  its  northwestern  end.  Thus  Clarke's 
river,  which  is  a  very  largo  stream,  draining  an  immense  area 
along  the  western  slope  of  the  Rocky  Mountains,  runs  directly 
through  Lake  Pend  d'Orielle,  maintaini.  g  it  in  perrennial 
salubriousness.  Should  the  Railroad  be  built  by  this  route,  this 
lake  will  become  as  famous  among  tourists  as  the  romantic  lakes 
of  Switzerland. 

Leaving  the  lake  inlet  of  Clarke's  river,  our  march  was 
pursued  up  that  stream  along  its  right  bank,  passing,  about 
twenty  miles  up,  the  "Cabinet  Rocks,*  to  which  point  the  0.  S. 
N.  Co's  lake-steamer  runs  during  the  spring  and  early  summer, 
carrying  packers  and  their  animals  with  merchandise  for  Idaho, 
Utah  and  Montana  Territories,  coming  from  Portland,  Oregon, 
and  other  places  along  the  Columbia  river  valley.  The  present 
season,  1869,  has  been  very  unfavorable,  qjving  to  an  unusual 
drought,  which  has  prevailed  all  over  the  mining  regions  and 
along  the  entire  Pacific  slope  in  the  State  of  Oregon,  and  in 
Washington  Territory.  About  four  thousand  animals  and  their 
packs  were  conveyed  this  season,  but  many  packers  declined 
availing  themselves  of  the  facilities  of  the  steam  navigation, 
taking  their  trains  around  the  northern  end  of  the  Lake  by  a 
circuitous  trail  difficult  to  pass  in  wet  seasons.  We  observed 
many  striking  and  interesting  objects  on  our  route  along  the 
valley  of  Clarke's  river,  but  I  am  warned  by  the  present  length  of 
these  preliminary  observations,  and  cannot  here  introduce  a 
description  of  them.  The  Cabinet  rapids,  the  zig-zag  trails  along 
steep  bluffs,  fifteen  hundred  feet  above  the  river,  distant  views  of 
high  peaks,  grand  forests,  splendid  prairies,  etc.,  are  parts  of 
these.  Our  course  was  continued  along  the  right  bank  of  the 
river  as  far  as  the  junction  of  the  Flathead  and  Bitterroot  rivers 
forming  Clarke's  river.  Both  of  these  are  large  streams,  always 
containing  a  great  deal  of  water.  Railroad  lines  have  been 
projected  along  them,  and  their  valleys  have  been  explored. 
They  are  known  to  present  practicable  Railroad  routes.  Soon 
after  leaving  the  Lake  we  entered  Montana  Territory. 


22 


!  ;• 


ftii. 


It  is  about  one  hundred  and  thirty  miles  from  Lake  Pond 
d'Oroille,  along  Clarke's  river  to  tiio  Flathead  river,  upon  which 
distance  there  is  a  variety  of  scenery ;  some  of  the  grandest  and 
some  of  the  most  beautiful  to  be  found  anywhere.  For  a  railroad 
valley,  as  a  whole,  it  is  not  merely  favorable  but  attractive.  The  • 
few  points  of  difficult  work  along  the  rocky  blufTd,  when  thrown 
into  the  aggregate,  will  not  increase  the  cast  so  as  to  raise  it  above ' 
a  moderate  sum  per  mile ;  while  the  grades  will  be  very  light,  and 
the  curvature  generally  easy.  Clarke's  river  has  a  flow  in  low 
water  at  least  six  times  greater  than  the  low  water  flow  of  the 
Ohio  river,  between  Pittsburgh  and  Wheeling,  and  while  its  fall 
is  slight,  considered  with  reference  to  railroad  grades,  it  is  so  con- 
siderable as  to  afford  a  great  number  of  water-powers,  whose  future 
value  must  be  very  great ;  an  average  of  eleven  feet  per  mile. 

Around  Lake  Pend  d'Orielle,  and  for  some  miles  westward, 
and  all  along  Clarke's  river  above  the  lake,  as  far  as  we  traversed 
it,  there  is  a  magnificent  region  of  pine,  cypress,  hemlock,  tam- 
arack and  cedar  timber,  many  of  the  trees  of  prodigious  size.  I 
measured  one  which  was  thirty-four  feet  in  circumference,  and  a 
number  that  were  over  twenty-seven  feet,  and  saw  hundreds  as 
we  passed  along  that  were  from  twenty  to  twenty-five  feet  in  cir- 
cumference, and  from  two  hundred  to  two  hundred  and  fifty  feet 
high.  A  number  of  valleys  containing  large  bodies  of  this  char- 
acter of  timber  enter  Clarke's  river  from  both  sides,  and  the  soil 
of  these  valleys  is  very  rich.  Clarke's  river  valley  itself  is  for 
much  of  the  distance  confined  by  very  high  hills  approaching  near 
to  the  stream  in  many  places ;  but  there  are  sufficient  sites  for 
cities  and  farms  adjacent  to  water-powers  of  the  first-class ;  and 
not  many  years  can  elapse  after  the  opening  of  a  railroad  through 
this  valley  till  it  will  exhibit  a  combination  of  industries  and 
population,  analagous  to  those  which  now  mark  the  Lehigh,  the 
Schuylkill,  the  Susquehanna,  and  the  Pomroy  region  of  the  Ohio 
river.  Passing  along  its  quiet  scenes  of  to-day,  we  can  see  in  the 
near  future,  the  vast  change  which  the  enterprise  of  man  will 
bring.  That  which  was  once  the  work  of  half  a  century  is  now 
the  product  of  three  or  four  years.    Indeed,  in  a  single  year 


i 


28 


0  Pend 
which 
iBt  and 
ailroad , 
I.     The! 
thrown ' 
t  above ' 
rht,  and 
'  in  low 
of  the 
)  its  fall 
(  80  con- 
le  future 
mle. 
estward, 
raversed 
ck,  tam- 
size.     I 
3e,  and  a 
idreds  as 
3t  in  cir- 
fifty  feet 
his  char- 
i  the  soil 
;lf  is  for 
ling  near 
,  sites  for 
asB ;  and 
through 
tries  and 
high,  the 
the  Ohio 
lee  in  the 
man  will 
ry  is  now 
ngle  year 


after  the  route  of  this  Northern  Pacific  Railroad  shall  have  been 
determined  and  the  work  fairly  begun,  all  this  region,  now  so  calm 
and  undisturbed,  will  bo  teeming  with  life  instilled  iuto  xt  by 
hardy  pioneers  from  the  Atlantic  and  from  the  Pacific. 

Passing  along  the  Flathead  river  for  a  short  distance,  we 
entered  the  valley  of  the  Jocko  river.  The  same  general  remarka 
concerning  Clarke's  river  valley  are  applicable  to  the  Flathead 
and  Bitterroot  valleys.  The  climate,  the  valleys,  the  timber,  the 
soil,  the  water-powers ;  all  are  here,  awaiting  only  the  presence 
of  the  industrious  whiteman  to  render  to  mankind  the  benefits 
implanted  in  them  by  a  beneficent  Creator. 

We  passed  up  the  Jocko  valley  about  thirty  miles,  and 
thence  by  a  favorable  divide  over  to  the  waters  of  the  Hellgate 
river,  a  very  fine  stream,  tli3  main  continuation  of  the  Bitterroot. 
Our  measurement  of  the  flow  oi  the  Hellgate  (August  10,  1869,) 
gave  115,000  cubic  feet  per  minute,  when  the  stream  was  con- 
sidered to  be  quite  low.  The  distance  by  our  travelled  route 
from  the  Flathead  ferry  to  the  town  of  Missoula,  on  the  Hellgate 
river,  is  about  fifty-six  miles.  On  all  of  this  it  is  easy  to  build  a 
railroad  at  moderate  cost;  timber  and  stone  being  quite  con- 
venient ;  although  for  a  portion  of  the  way  it  is  a  nearly  level, 
treeless  prairie. 

The  people  of  Miosoula  gave  us  a  warm  welcome,  and  we 
have  to  thank  them  for  many  kind  attentions.  Before  arriving 
there  we  were  joined  at  our  camp  on  the  Jocko  by  Major  John 
Owen,  of  Fort  Owen,  who  rode  sixty  miles  to  meet  us,  in  com- 
pany with  Major  Graham,  of  Deer  Lodge  City.  These  gentlemen 
gave  us  much  useful  information  concerning  the  region  through 
which  we  were  passing,  and  accompanied  us  to  Missoula  and  Deer 
Lodge  City. 

Missoula  is  a  thriving  young  town  near  the  western  base  of 
the  Rocky  Mountains,  containing  a  grist-mill,  saw-mill,  two  ex- 
cellent stores,  and  twenty-five  to  thirty  dwellings,  a  number  of 
them  well  built.  I  visited  McWhirk's  garden  of  five  acres,  where 
I  found  ripe  tomatoes,  water-melons,  musk-melons,  remarkably 
fine  potatoes,  beans,  onions,  peas,  and  squashes ;  also  young  apple 


24 


I 


treoa  and  other  fruit  trees,  and  a  very  fine  noUection  of  flowers ; 
and  all  this  had  been  brought  about  from  the  virgin  soil  in  two 
ears,  and  would  this  year  yield  the  owner  over  two  thousand 
dollars  gold,  uhe  only  currency  yet  known  in  that  part  of  Mon- 
tana Territory. 

Messrs.  McCormick,  Warden,  Higgins,  and  other  gentlemen 
of  Missoula,  did  all  in  their  power  to  aid  us  in  procuring  satis- 
factory information  of  various  kinds. 

It  was  gratifying  to  5nd  manifested  here,  and  at  every  point 
where  there  were  settlements,  the  most  intense  interest  in  the 
speedy  opening  of  the  JNforthern  Pacific  Eailroad ;  which  they 
regard,  and  very  properly,  as  the  only  means  of  placing  Montana 
Territory  in  a  proper  position  among  the  States  of  the  Union,  and 
of  permanently  establishing  its  general  prosperity. 

We  were  accompanied  from  Missoula  by  Messrs.  Worden 
and  Higgins,  who  remained  with  us  a  number  'of  days,  aiding  us 
materially  in  our  examinations. 

Just  after  leaving  Missoula,  by  the  way  of  Mullan's  military 
road,  we  entered  what  is  called  "the  gate  of  the  mountains," 
a  romantic,  picturesque  pass,  where  the  Hellgate  river  cuts 
through  a  mountain.  We  crossed  the  E  ackfoot  river  five  or  six 
miles  from  the  town,  on  a  bridge  with  four  spans  of  seventy-five 
feet  each.  We  made  the  flow,  by  measurement,  then  in  the 
Blackfoot,  about  48,000  cubic  feet  per  minute — at  itc  lowest 
stage. 

My  notes  of  our  route  ovct*  to  Deer  Lodge  City,  eighty-five 
miles  by  our  route  from  Missoula,  are  very  lull ;  but  I  can  only 
take  space  here  to  state  that  our  examinations  satisfied  me  that 
the  routes  by  the  way  of  the  Blackfoot,  and  the  Little  Blackfoot, 
and  the  valley  of  the  Hellgate,  to  points  near  their  respective 
passes  on  the  summits  of  the  Rocky  Mountains,  are  quite  prac- 
ticable. These  passes  will  be  referred  to  further  on  more  particu- 
larly. 

Deer  Lodge  City  is  a  flourishing  young  city,  situated  in  a 
remarkably  fine  valley,  through  which  flows  Deer  Lodge  CreeK, 
the  principal  fork  of  the  Hellgate.    When  we  were  yet  ten  miles 


25 


off  from  this  place,  we  were  met  by  a  large  delegation  of  the 
prominent  citizens  in  a  number  of  carriages  and  on  horseback, 
who  were  quite  enthusiastic  in  view  of  the  promise  of  the 
Kailroad,  which  seemed  to  them  to  be  foreshadowed  by  our 
coming.  Whilst  in  this  interesting  locality,  which  is  one  of  the 
stirring  business  centres  of  the  gold  region,  we  were  the  recipients 
of  many  attentions,  and  obtained  a  great  deal  of  valuable  in- 
formation. I  may  with  propriety  refer  more  particularly  to 
Granville  Stuart,  Esq.,  who  has  made  this  whole  region  a  study- 
for  years,  and  to  Major  Blake,  Major  Graham,  and  Judge 
Dance,  who  accompanied  us  in  our  examinations  of  the  Deer 
Lodge  Pass  and  other  places. 

The  Deer  Lodge  valley  is  very  wide  in  places,  ten  to  fifteen 
miles  from  the  hilL'  on  one  side  to  the  hills  on  the  other;  nearly 
level,  laterally,  and  everywhere  clothed  with  rich  grasS;  upon 
which  we  observed  numerous  herds  of  tame  cattle  and  horses 
feeding.  The  Deer  Lodge  creek  flows  through  it  in  a  meander- 
ing direction  and  adds  immensely  to  its  value  as  an  agricultural 
region.  Some  farms  are  cultivated,  but  farming  is  yet  in  its 
infancy,  and  there  are  thousands  of  acres  of  arable  land  here  and 
elsewhere  in  Montana  awaiting  settlement. 

A  few  miles  above  Deer  Lodge  City  there  is  a  very  remark- 
able mound,  called  the  "  Deer  Lodge,"  from  which  the  valley,  the 
stream,  and  the  city  derive  their  name.  It  stands  a  very  prom- 
inent object  in  the  midst  of  a  wide,  flat  valley,  and  has  been 
formed  entirely  by  the  accretion  from  the  unceasing  flow  of  hot 
springs,  two  of  which  exist  now  on  the  very  summit,  which  riseB 
thirty-three  feet  above  the  plain.  It  is  thirty  feet  in  diameter  at 
the  tx)p,  and  a  hundred  and  thirty  at  the  bottom,  surrounded  by 
numbers  of  springs  of  various  degrees  of  temperature,  the  hottest 
of  which  we  found  to  be  160°,  and  the  coolest  of  ^ight  that  we 
tried  98°.  The  material  resembles  a  light  i"ron  ore  of  a  very 
curious  formation.     It  is  a  very  great  curiosity. 

Considered  as  a  railroad  route  this  valley  is  remarkably  fav- 
orable, the  rise  from  Deer  Lodge  City  to  the  pass  or  divide 
botween  the  waters  of  the  Pacific,  and  Atlantic,  being  quite  gentle ; 


cl 


26 


and  even  on  the  last  few  miles,  the  summit,  about  five  thousand 
feet  above  the  sea,  may  be  attained  without  employing  a  gradient 
exceeding  fifty  feet  to  thf  mile,  with  a  moderate  cut.  The  whole 
forty  miles  from  Deer  Lodge  City  to  the  summit  of  the  Kocky 
Mountains  by  this  route  can  be  built  as  cheaply  aa  roads  are  built 
through  prairie  countries  generally.  A  little  more  work  will  be 
required  in  passing  on  the  east  side  from  this  side  dovm  Divide 
(a'eek  to  Wisdom  or  Big  Hole  river ;  but  the  line  will  be  highly 
favorable  as  an  average  all  the  way  to  the  Jefferson  Fork 
of  the  Missouri  river.  This  favorable  Pass  comes  'nto  con- 
nection more  particularly  with  the  Yellowstone  valiey  route 
to  the  main  Missouri  valley.  A  remarkable  circumstance  con- 
nected with  this  Pass  will  convey  a  very  clear  view  of  its  pe- 
culiarly favorable  character.  Private  parties  engaged  in  gold 
mining,  in  the  gold  field  which  exists  abundantly  on  both  sides 
of  the  Rocky  Mountains,  have  dug  a  ditch  across  this  summit 
which  is  only  eighteen  feet  deep  at  the  apex  of  the  divide, 
through  which  they  carry  the  water  of  "  Divide  creek,"  a  tribu- 
tary of  the  Missouri,  across  to  the  Pacific  aide,  where  it  is  used 
lu  gold  washing,  and  the  waste  water  passes  into  the  Pacific 
ocean.  This  has  been  justly  termed  highway  robbery.  The 
route  running  down  the  Jefferson  Fork,  crossing  the  Madison 
Fork  over  to  the  Gallatin,  and  up  that  valley  to  near  the  Bozeman 
Pass,  is  very  favorable,  admitting  of  easy  grades  and  curves  at 
moderat,  cost.  The  Bozeman  Pass  is  about  five  hundred  feet 
lower  than  the  Deer  Lodge  Pass,  or  about  four  thousand  five  hun- 
dred feet  above  the  sea.  Some  heavy  work  of  grading  occurs 
oa  both  sides. 

The  Bozeman  divide  is  not  so  favorable  as  that  at  the  Deer 
Lodge  summit,  from  the  fact  that  the  ascent  to  it  on  either  side  ia 
less  gentle,  though,  in  comparison  with  other  passes  of  the  moun- 
tains, it  is  quite  favorable,  being  practicable  without  the  aid  of  a 
tunnel,  with  no  more  costly  approaches^ 

The  Yellowstone  valley,  which  we  saw  only  for  a  short  dis- 
tance, in  connection  with  our  examination  of  the  Bozeman  divide^ 
ia  known  to  be  advantageous  as  a  route  for  a  great  trunk  railroad 


27 


between  the  East  and  T/est.  The  surveys  of  General  Eajmolds, 
made  in  1860,  established  this  fact,  and  quite  recently  the  ex- 
pedition under  General  Hancock  has  confirmed  it.  General  Han- 
cock reports  that  the  Yellowstone  valley  is  favorable  for  the  con- 
struction of  a  Railroad,  and  that  there  are  large  bodies  of  valua- 
ble land  there,  needing  only  the  Railroad  to  develop  them.  From 
the  mouth  of  the  Yellowstone,  eastward  to  Lake  Superior,  the 
capabilities  of  the  country  are  familiar  to  many,  and  known  to 
be,  as  a  whole,  very  favorable  for  the  cheap  constructioa  of  a 
Railroad.  I  am,  llierefore,  inclined  to  the  opinion  that  the  most 
advantageous  line,  in  certain  important  respects,  will  be  found  to 
be  by  the  way  of  the  Yellowstone  valley,  Bozeman's  Pass,  Gallatin 
river,  to  a  point  convenient  for  cr  .iing  over  to  the  Madison,  and 
across  that  stream  to  the  Jefferson,  up  the  Jefferson  to  the  Deer 
Lodge  Pass,  and  down  the  Hellgate  river.  Thence  westward 
there  is  a  choice  of  routes ;  one  passing  down  Clarke's  ri^'er  and 
around  by  Lake  Pend  d'Oreille,  and  thence  across  the  great  plain 
to  the  Columbia,  at  or  near  the  mouth  of  Lewis  or  Snake  river ; 
the  other  an  alternate  route,  down  Hellgate  to  the  Bitterroot, 
along  the  Bitterroot  to  its  Lou  Lou  Fork,  up  that  fork  to  the 
divide  in  the  Coeur  d'Alene  range  of  mountains,  and  down  by  the 
most  convenient  fork  of  the  Clearwater  river  to  Lewistown,  at 
the  junction  of  the  Clearwater  with  Lewis  or  Snake  river,  and 
thence  down  Snake  river  to  its  mouth,  there  meeting  the  line 
first  above  described — the  Pend  d' Oreille  line. 

This  general  route  (by  either  of  these  two  lines)  may  or  may 
not  prove  to  be  the  shortest  on  a  final  location;  but  it  will  as  a 
whole  be  on  the  route  of  the  least  snow ;  the  Deer  Lodge  Pass  of 
the  Rocky  Mountains  being  noted  for  the  comparatively  small 
quantity  of  snow  which  falls  or  lies  there.  Captain  W.  W. 
DeLacy,  who  has  spent  many  years  in  surveys  in  this  region  for 
the  government,  and  who  was  connected  with  the  surveys  and 
reports  of  Captain  MuUan,  as  well  as  those  of  Governor  Stevens, 
stated  to  me,  as  his  opinion,  founded  on  personal  experience  and 
an  excellent  knowledge  of  the  topography  and  climate  of  Montana 
that  the  line  of  easiest  grades  and  least  snow  passing  through 


ii 


28 


Montana  Territory,  would  be  by  Bozeman's  Pass  from  the  Yellow- 
stone valley,  and  through  the  Deer  Lodge  Pass,  substantially  as 
I  have  described  it.  The  line  of  "  easiest  grades  and  least  snow," 
crossing  the  Rocky  Mountains,  can  afford  to  encounter  some  in- 
crease of  distance,  especially  when  to  that  can  be  added,  least  noat 
per  mile  for  construction. 

Returning  from  our  examination  of  the  Deer  Lodge  Summit; 
we  passed  over  to  the  Little  Blackfoot  river,  down  which  the  line 
must  run  in  case  Mullan's  Pass  should  be  chosen  for  the  route 
over  the  Rocky  Mountains.  It  may  as  well  be  stated  here  that 
the  Little  Blackfoot  affords  a  good  route  for  the  road  westward 
after  the  mountain  has  been  passed,  and  that  the  Blackfoot  offers 
a  good  route  for  a  line  from  Cadotte's  Pass,  after  the  mountain 
has  been  overcome  from  the  east.  My  examination  of  both  of 
these  streams  at  their  sources  and  at  points  some  miles  below,  in 
conjunction  with  reliable  information  from  Captain  De  Lacy  and 
others,  enable  me  to  offer  the  above  statement;  but  the  diffi- 
cult portions  of  these  routes  are  caused  by  the  topography 
east  of  the  mountain.  Tunnels  are  necessary  at  both  of  these 
passes. 

Mullan's  Pass,  which  is  about  sixty  miles  northward  of  the 
Deer  Lodge  Pass,  is  a  little  over  six  thousand  feet  above  the  sea, 
or  on-^  thousand  feet  higher  than  the  Deer  Lodge  Divide.  It  is 
approached  from  the  east  by  the  Valley  of  the  Missouri  river  by 
one  of  the  branches  of  the  Prickly  Pear,  a  tributary  of  the 
Missouri.  According  to  the  survey  and  report  of  Captain 
Mullan  it  would  require  a  tunnel  two  and  a  fifth  miles  long  ;  and 
from  an  examination  of  the  place  it  appears  to  be  naturally 
adapted  to  tunneling — the  ground  falling  off  abruptly,  especially 
at  the  eastern  approach.  Excepting  that  a  tunnel  of  that  length 
is  required,  the  line  of  the  general  route  up  the  Missouri  Valley 
and  down  the  Little  Blackfoot  on  the  west  side  is  fairly  prac- 
ticable at  comparatively  reasonable  cost  when  the  mountain  por- 
tion cost  is  distributed  among  the  aggregate  miles. 

After  examining  the  crossing  of  the  mountain  at  Mullan's 
Pass,  we  proceeded  to  Helena,  now  the  principal  business  centr* 


i 


29 


cf  the  Territory  of  Montana,  where  we  were  received  with  great 
cordiality  and  many  demonstrations  of  interest  in  the  fortunes 
of  the  Northern  Pacific  Kailroad.  The  new  Governor,  Hon.  J. 
M.  Ashley,  happened  to  arrive  at  the  same  time,  and  made  his 
reception  address  to  the  people  the  same  evening;  and  in  that  he 
took  occasion  to  lay  great  stress  upon  the  paramount  importance 
of  the  Northern  Pacific  Railroad  to  the  people  of  Montana.  We 
were  indebted  to  many  gentlemen  for  attentions  and  information 
received  in  Helena ;  S.  T.  Hauser,  Esq.,  N.  Langford,  Esq.  and 
many  others,  gave  us  much  information  and  much  kind  attention. 

From  Helena  we  went  in  a  coach  over  a  good  road  along 
the  Missouri  river  valley,  one  hundred  and  fifty  miles,  taking 
notes  of  the  country  going  and  returning.  We  stopped  at  Fort 
Shaw,  on  Sun  river,  and  after  a  pleasant  interview  with  General 
De  Trobriand,  obtained  from  him  the  promise  of  an  escort,  for 
the  purpose  of  visiting  Cadotte's  Pass,  at  the  source  of  the  mid- 
dle fork  of  the  Dearborn  river.  We  spent  a  day  at  Fort  Benton, 
examining  th'^  points  of  interest  in  that  vicinity,  which  were 
shown  to  us  by  the  gentlemen  of  that^  place.  Among,  other 
things  we  looked  at  the  out  crop  of  a  coal  mine  which  had 
recently  been  discovered  within  less  than  two  miles  of  the  place. 
This  has  been  an  unfortunate  season  for  the  business  men  of 
Fort  Benton ;  the  water  has  been  so  low  in  the  Upper  Missouri 
river  that  the  steamers  could  not  ascend  that  high,  and  were 
compelled  to  discharge  their  cargoes  several  hundreds  of  miles 
below. 

Returning  to  the  crossing  of  the  Dearborn  river,  we  found 
our  escort  arrived  in  advance  of  us.  The  next  morning  we 
started  on  horseback,  up  the  Dearborn  river,  guided  by  Mr. 
Caldwell,  whom  we  brought  from  Fort  Benton,  and  Mr.  Cooper, 
who  is  working  a  coal  mine  at  this  point,  on  the  Dearborn  river. 
W^e  passed  across  several  forks  of  the  Dearborn,  and  were  on 
some  very  elevated  points,  affording  us  a  good  view  of  the 
topography  which  was  spread,  map-like,  before  us,  unencumbered 
by  trees,  though  covered  with  some  of  the  richest  grass  we  had 
seen  anywhere  during  our  long  journey.     In  the  afternoon  we 


: 


';£■; 


m 


80 


arrived  at  Oadotte's  Pass.  I  went  down  about  two  miles  on  the 
west  side  to  the  waters  of  the  Blackfoot,  to  where  I  could  see 
the  character  of  its  valley,  which  below  here  is  favorable  for  a 
Eailroad.  This  PasS  was  surveyed  under  the  direction  of 
Governor  Stevens,  and  its  general  characteristics  are  known. 
It  is  not  materially  different  in  its  elevation  from  Mullan's  Pass, 
and  like  that  has  abrupt  ascents  on  both  sides;  but  a  much 
longer  tunnel  is  unavoidable.  The  approach  on  the  eastern  side, 
from  its  appearance,  is  much  more  costly  than  that  from  the 
western  side,  on  account  of  several  heavy  ravines,  and  because 
the  country  on  the  eastern  side  is  567  feet  lower  at  the  proposed 
tunnel  entrance  than  the  western.  Captain  Mullan,  who  surveyed 
this  Pass,  thus  refers  to  it  in  his  report : 

"The  tunnel  will  be  4.19  miles  in  length,  when  there  will 
be  a  cut  commencing  fifty  feet  deep,  and  coming  out  in  the  valley 
of  the  Blackfoot  five-hundred  and  fifty-eight  thousandths  of 
a  mile  west  of  the  tunnel,  [nearly  six-tenths  of  a  mile.]  The  cut 
and  the  tunnel  have  a  grade  of  sixty  feet  to  the  mile.  The 
highest  point  of  the  road,  therefore,  will  be  at  the  entrance  of  the 
cut,  an  elevation  of  five  thousand  one  hundred  and  ninety-five 
feet  above  the  level  of  the  sea,  and  eight  hundred  an'l  forty-nine 
below  the  mountain  summit.  [Summit  of  ground  0,044  feet.] 
The  entrance  of  the  cut  will  be  two  and  nine  hundred  and  fifty- 
eight  thousandths  miles  [2.95  miles]  west  of  the  western  base  of 
the  mountain,  which  is  five  hundred  and  sixty-seven  feet  highei: 
than  the  eastern." 

Captain  Mullan's  line  approached  the  eastern  end  of  the 
tunnel  with  60  feet  per  mile  grades.  By  the  use  of  80  feet 
per  mile  grades  the  tunnel  on  his  line  could  be  started  200 
feet  higher,  and  would  be  considerably  shortened ;  but  it  is 
obvious  that  this  portion  of  the  route  would  be  very  costly  and 
difficult. 

Captain  Mullan  also  surveyed  a  route  through  Lewis'  and 
Clark's  Pass.  This,  as  well  as  the  other,  was  traced  from 
the  Missouri,  via  Sun  river,  and  on  the  last  nineteen  miles  ap- 
proaching the  tunnel,  he  reports  "  ver^  difficult  and  heavy  work. 


81 


The  tunnel  itself  is  2|  miles  long.  The  summit  level  of  the 
tunnel  is  at  a  debouche  a  half  mile  west  of  the  western  base 
of  the  mountain,  and  is  5,698  feet  above  the  sea."  "The  moun- 
tain pass  being  6,519  feet  above  the  sea."  The  difficulties 
on  the  Lewis  and  Clarke  Pass  route,  as  surveyed,  are  so  great  as 
to  render  it  almost  impracticable  in  view  of  the  fact  that  there 
are  other  routes  more  advantageous.  We  then  proceeded  from 
Helena  to  Lozeman  City,  where  we  were  r/ell  received  by  the 
gentlemen  of  that  place,  and  there  met  a. delegation  of  gentlemen 
from  Virginia  City,  who  accompanied  us  over  to  the  Yellowstone. 
Col.  Brackett,  who  ia  in  command  of  Fort  Ellis,  about  three 
miles  from  Bozeman,  kindly  furnished  us  an  escort  under  the 
command  of  Lieut.  Hamilton,  who  went  with  our  party  over  the 
Bozeman  Summit  and  back. 

It  will  be  impossible  for  me  in  the  space  and  time  contem- 
plated for  this  preliminary  Report  to  consider  thoroughly,  and 
properly  discuss  in  detail,  the  merits  of  the  several  routes  pro- 
posed for  the  Road  crossing  the  Rocky  Mountains ;  enough,  how- 
ever, is  known  to  enable  me  to  offer  an  approximate  estimate  of 
the  cost,  etc.,  of  constructing  a  Railroad,  of  about  two  thousand 
miles  length,  between  Lake  Superior  and  Puget  Sound,  by  the 
route  of  the  Missouri  river  valley  part  of  the  v/ay,  and  by  the 
Yellowstone  valley  from  its  mouth,  via  Bozeman's  Pass,  as 
already  described. 

The  country  westward  from  Lake  Superior  to  the  Missouri 
river  has  been  so  frequently  explored  that  its  characteristics  are 
now  well  known.  They  are  ably  and  clearly  set  forth  in  tbo 
Reports  made  to  you,  a  few  uays  ago,  by  Governor  Marshall,  of 
Minnesota,  and  Philip  W.  Holmes,  Esq.,  which  I  have  studied. 


PROBABLE   COST  OF  ROAD. 


I  present  an  approximate  estimate  of  the  cost  of  building  the 
Railroad,  at  present  ruling  prices  for  work,  from  Lake  Superior 
to  the  head  of  Puget  Sound,  a  distance  of  two  thousand  miles,  on 


I 


82 


I 


the  longer  of  the  proposed  routes,  as  nearly  as  can  be  ascertained 
I'rom  former  surveys  and  explorations,  and  from  my  own  person  a* 
observation  on  a  large  portion  of  the  line,  including  all  the  most 
difficult  parts. 

It  is  prop'^r  to  preface  this  estimate  with  some  explanatory 
remarks.  The  line  upon  which  the  estimate  is  to  be  given  ruiis 
from  the  head  of  Lake  Superior  across  the  Mississippi,  the  Rod 
river,  and  the  Dakota  river  to  the  Missouri ;  thence  crossing  cue 
Missouri  into  the  valley  of  the  Yellowstone,  and  along  that 
Btream  to  Bozeman's  Pass,  through  the  Belt  range  of  mountains ; 
thence  down  the  Gallatin  valley,  crossing  the  Madison  river,  and 
over  to  the  Jefferson  valley,  and  along  that  to  the  Deer  Lodge 
Pass  of  the  Rocky  Mountains ;  and  along  Clarke's  valley  to  Lake 
Pend  d'Oreille ;  and  from  the  lake  across  the  Columbia  plain  to 
Lewis  or  Snake  river;  down  that  to  its  junction  with  the 
Columbia;  along  the  Columbia  river  to  the  Cowlitz  river;  up 
the  valley  of  the  Cowlitz,  and  over  the  portage  between  the 
Puget  Sound  and  Cowlitz  river,  and  down  to  Puget  Sound  at  its 
southern  extremity,  whence  the  road  may  be  carried  along  either 
side  or  both  sides  of  the  Sound,  as  far  as  may  be  desired,  to  any 
port  or  ports  which  shall  be  selected. 

Although  I  would  not  feel  prepared  without  having  the 
results  of  further  surveys  to  pronounce  this  the  best  possible 
route  which  can  be  found  between  Lake  Superior  and  Puget 
Sound,  it  certainly  presents  important  advantages,  and  is  known 
to  me  to  be  eminently  practicable.  Shorter  routes  may  be 
traced,  but  probably  none  which  will  be  cheaper,  per  mile,  or 
which  will  offer  so  good  a  profile  for  profitable  service  as  a  great 
main  trunk  Railroad  thoroughfare. 

In  making  this  estimate,  I  assume  that  the  graded  rc^d 
bed,  bridges,  culverts,  etc.,  are  to  be  such  as  we  find  on  ©ur 
first-class  roads;  and  that  the  track  is  to  be  thoroughly  con- 
structed, with  rails  of  sixty  pounds  per  lineal  yard,  put  together 
with  the  most  improved  joint-ties,  and  completely  ballasted 
with  gravel  or  broken  etone.  On  the  prairie  portions,  which 
constitute  more  than  half  of  the  whole  road,  the  track  cannot 


33 


be  ballasted  at  the  time  of  laying;  experience  has  prove(\ 
however,  that  new  roads  over  such  level  plains  can  be  run  with 
entire  safety  at  the  usual  rates  of  speed,  previous  to  receiving 
the  final  ballast.  Sufficient  allowance  is  made  in  the  estimate 
for  the  cost  of  conveying  the  material  for  the  track ;  though  this 
item  will  be  much  \e&^  on  this  road  than  might  at  first  appear, 
on  account  of  the  number  of  points  where  the  line  crosses, 
or  runs  parallel  with,  navigable  water  courses,  along  which 
the  iron  rails,  cross- ties,  etc.,  can  be  cheaply  transported.  The 
Northern  Pacific  Railroad  route  is  in  this  respect  very  re- 
markable. Thus,  with  the  magnificent  lake  navigation  tp  begin 
with,  there  is  the  Mississippi  river,  the  Red  river  of  the  north, 
the  Dakota  river,  all  navigable  streams  crossed  at  convenient 
intervals  along  the  first  five  hundred  miles  of  the  route.  Thence 
along  the  immediate  valley  of  the  navigable  waters  of  the 
Yellowstone  river,  four  hundred  miles,  to  within  twelve  miles  of 
Bozeman's  Pass,  in  the  Belt  range.  Thence  to  the  navigable 
waters  of  the  Flathead  river,  a  distance  of  only  about  two 
hundred  and  twenty  miles,  which  includes  the  passage  of  the 
Rocky  Mountains,  no  part  of  the  line  will  be  more  than  ten 
to  fifteen  miles  away  from  good  timber ;  and  beyond  that,  along 
the  valley  of  Clarke's  river,  it  will  run  through  or  adjacent  to 
forests  in  which  everything  in  the  shape  of  wood  required  on 
railroads  is  to  be  had  for  the  cost  of  cutting.  From  Clarke's 
river  to  the  Pacific  Ocean,  there  is  cheap  water  communication 
all  the  way.  It  is  clear,  therefore,  that  these  striking  and 
advantageous  characteristics  of  this  line,  conferred  by  the  water 
courses,  and  which  are  equally  applicable  to  a  line  by  the 
Missouri  river  and  through  the  more  northerly  mountain  passes, 
render  it  unnecessary  to  add  a  large  per  centage  for  the  extra 
cost  of  carrying  track  materials. 

For  convenience  of  reference  I  have  arranged,  the  total 
length  of  the  line  to  be  estimated  into  six  divisions,  which  appear 
to  be  natural,  and  put  the  estimate  in  tabular  form. 


APPROXIMATE    ESTIMATE. 


No  of  IMt.  description  OF  DIVISION.  Lenfth,  HIIm. 

1.  Lake  Superior  to  Yellowstone  river)       650 

2.  Along  the    Yellowstone    to  Boze- 

man's  Pass,       ....       420 
8.       Bozeman's  Pass  to  HcUgate  river, 

Mountain  Division,  .         .       225 

4.  Hellgato    river  to   Pend    d'Oreille 

lake, 205 

5.  Pond  d'Oreille  lake  to  the  mouth 

of  Lewis  river,  .         .         .       223 

6.  Mouth   of    Lewis    river    to   Puget 

Sound — Columbia  valley  Divi- 
sion,          377 


EillmAted  Coit. 

$13,750,000 

11,760,000 

9,000,000 

7,000,000 

7,500,000 

11,310,000 


Add  for  sidings  and  additional  track, 
'Contingencies,  including  superintendence  and 

engineering,  10  per  cent., 
Telegraph    line   and   instruments, 

$300  per  mile,         ,        , 


BCILDINOS. 

134  Wood  and  water  stations, 
20  Engine-houses  ar.d  turn-tables, 
6  Principal  engine  repair-s'iops, 
2  Principal  car  repair- shops, 
5  Principal  car  repair-shops, 
200  Section,  tool,  and  hand-car  houses, 
134  Freight  and  passenger  stations, 
150  Freight  platform  stations, 
10  Principal   freight  and   passenger 
depots, 


BOLLINO  STOCK,  ETC. 

120  Locomotive  engines,  freight  and 

passenger, 
100  Passenger  cars,  first  class, 
50  Passenger  cam,  second  class, 
30  Smoker's  cars, 

30  Baggage,  mail,  and  express  cars, 
1500  Box,  freight,  cattle  and  platform  cars, 
40  Caboose  and  wrecking  cars, 
20  Toolcars, 
80  Hand  cars, 

Tools,  snow-ploughs,  etc.  (per  100 
milos),  @ 


34 


$60,320,000 

•        t 

4,200,000 

ce  and 

•4                                       » 

5,000,000 

aplete, 

•    • 

600,000 

$70,120,000 

MTIMATBD  COST. 

$3,500 

$469,000 

15,000 

300,000 

100,000 

51 '0,000 

75,000 

150,000 

40,000 

200,000 

500 

100,000 

2,000 

268,000 

500 

75,000 

25,000 

250,000 

$2,312,000 

$13,000 

$1,560,000 

4,000 

400,000 

2,500 

125,000 

3,000 

90,000 

2,000 

60,000 

800 

1,200,000 

1,200 

48,000 

800 

16,000 

200 

16,000 

1,000 

100,000 

$3,615,000 


t 


35 


In  addition  to  the  foregoing  there  are  various  outlays,  which 
will  necessarily  attach  to  the  work  during  its  progress,  not 
covered  m  the  items  given,  or  included  un,  r  the  usual  per 
centage  allowed  for  contingencies;  especially  at  the  principal 
terra.nal  points  on  Lake  Superior  and  Puget  Sound,  and  on  the 
Colp^mbia  river,  and  likewise  at  the  crossings  of  the  Missis- 
sippi, the  Red  river,  the  Dakota  river  and  ilie  Missouri  river,  to 
connect  the  Kailroad  business  conveniently  with  the  transporta- 
tion to  and  from  these  respective  streams. 

Also  on  the  route  on  which  this  estimate  is  predicated,  there 
would  be  a  branch  line,  k  few  miles  in  length,  extending  to  Port- 
land, Oregon.  In  case  the  line  should  be  along  the  Columbia 
river  at  Fort  Vancouver,  it  would  be  only  about  five  miles  across 
to  Portland,  but  involving  two  oostly  bridges,  one  over  the 
Columbia,  the  other  over  the  Willamette  river. 

In  order  to  cover  the  cost  of  such  a  branch  and  the  cost  of 
the  necessary  extra  works  above  mentioned,  it  will  be  prober  to 
add  to  the  general  estimate  the  sum  of  $1,200,000  for  the  branch 
and  $800,000  for  the  extra  works  referred  to;  making  two  mil- 
lions in  all.  Nothing  has  been  inserted  for  "right  of  way  "  as 
the  land-grant  carries  with  it  all  that  is  needed  over  nearly  every 
foot  of  the  way;  and  where  land  is  taken  up,  the  owners  will 
gladly  give  the  Company  all  they  may  require,  in  consideration 
of  the  benefit  to  the  remainder. 

RECAPITULATION. 

Grading,  masonry,  bridging,  track  and  ballast,  .        .        $60,320,000 

bidings,  etc. 4200 000 

Contingencies,  including  superintendence   and  engil  ' 

TelerpTLe,-        ;        ;;;•••  ^OOO.OOO 

Buildines  600,000 

BranoLoad,      ...;;:  ft}^-^ 

Extra  works,  etc ;        ;  ^fgg;^ 

Interest  on  bouds  oyer  receipts  daring  oonstraction,  7,'230,'oOO 

lotal,       ....  /  $85  277  000 

This  gives  an  average  of  $42,638  per  inile. '        '        '*^  '      '^^ 


M 


i 


P{: 


If 


It  is  obvious  that  if  this  estimate  is  sufficiently  liberal  to 
cover  all  probable  contingencios,  that  the  road  can  bo  opened  for 
the  beginning  of  traffic  for  a  1*!38  sum  than  the  above  total ;  for 
it  is  scarcely  presumable  that  all  the  works  at  the  terminal  points, 
or  the  ballasting,  would  be  completed  at  that  time,  and  it  would 
not  be  necessary  to  have  all  of  the  buildings  or  rolling  stock  until 
business  on  the  road  called  for  them. 

I  have  purposely  made  no  allowance  for  the  reduced  cost 
which  may  be  brought  about  by  the  introduction  of  Chinese 
labor.  It  is  well  known  that  a  large  amount  was  saved  in  the 
construction  of  the  Central  Pacific  and  Union  Pacific  Railroadu 
by  the  employment  of  Chinese.  It  would  be  more  or  less  hypo- 
thetical to  assume  on  this  account  an  important  reduction  of  the 
amount  of  the  estimate,  and  I  prefer  that  yourselves  and  others 
should  judge  of  it. 

My  estimate  is  materially  less  than  estimates  which  have 
previously  been  submitted  to  the  public.  Mr.  Johnson,  the  able 
Chief  Engineer  of  the  Company,  who  has  made  this  route  a  study 
for  nearly  twenty  years,  and  whose  original  report,  published  in 
1854  (fifteen  years  ago),  I  regard  as  one  of  the  most  masterly 
engineering  productions  of  the  present  age,  obviously  designed 
that  the  estimates,  based,  as  they  had  to  be,  largely  upon  hypo- 
thetical viewB,  should  be  ample. 

I  have  personally  examined  and  carefully  noted  all  the  more 
difficult  portions  of  the  route,  excepting  such  as  there  may  be 
along  the  Yellowstone  valley ;  and  in  regard  to  that,  the  report 
of  General  Raynolds,  published  in  1868,  and  the  very  recent  re- 
port given  to  ^^ur8elve8  by  Major-General  Hancock,  who  made  a 
reconnoissanc:  jf  the  Yellowstone  valley  during  the  present  year, 
go  to  confirm  the  opinion  that  my  estimate  is  safe  for  the  four 
hundred  and  twenty  miles  assumed  between  the  mouth  of  the  Yel- 
lowstone and  Bozeman's  Pass ;  namely,  an  average  of  twenty-eight 
thousand  dollars  per  mile,  exclusive  of  the  buildings  and  rolling 
stock. 

It  is  not  possible  to  embody  in  a  brief  special  report  the 
numerous  notes  of  the  country  made  by  me  during  the  past  sum- 


87 


mer,  which  are  the  basis  of  th«  atatemontB  horeiii  offered ;  nor 
can  the  advantages  of  the  general  route  of  this  road  and  Ha 
future  prospecte  be  more  than  glanced  at  without  more  elabo- 
rate remarks.  It  would  be  unjust  to  all  parties  not  to  refer  more 
particularly  to  certain  cardinal  features  which  the  general  route 
of  the  Northern  Pacific  Bailroad  offers  for  consideration,  both  in 
its  reiUtion  to  the  interiuil  trade  of  an  immense  area  of  our  coun- 
try, and  as  the  most  conrenient  line  for  accommodating  tlio  com- 
merce of  Asia,  and  of  the  islands  of  the  Pacific  ocean. 

In  my  opinion  an  increejsing  commerce  with  Asia  and  with 
foreign  countries  in  general,  with  the  city  or  cities  at  the  western 
end  of  this  Railroad,  will  have  the  effect  of  very  rapidly  aug- 
menting the  population  on  the  Pacific  slope,  not  merely  or 
principally  by  immigration  from  Asia,  but  chiefly  by  emigration 
Across  the  continent — the  overflow  of  the  redundant  population 
of  the  Atlantic  States  and  of  Europe,  The  peopling  of  these 
vast  areas  in  the  Columbia  valley,  abounding  in  the  elements 
which  will  yield  a  liberal  support  to  millions  of  inhabitants,  will 
open  up  an  entirely  new  field  for  the  world's  industry,  thus 
adding  largely  to  its  general  trade  and  commerce.  The  time 
seems  to  have  arrived  when,  in  the  order  of  events  long  ago 
designed  by  an  overruling  Providence,  this  glorious  valley  should 
be  handed  over  to  the  ameliorating  influences  of  civilised  pop- 
ulation. The  buffalo  has  already  disappeared,  and  is  no  longer 
found  throughout  the  greater  portion  of  the  territory  to  be 
commercially  accommodated  by  this  line  of  Eailroad ;  the  Indian, 
whose  nature  and  habits  make  him  dependent  largely  upon 
hunting,  is  gradually  receding  as  the  white  man's  path  widens, 
and  his  power  establish^  that  dominion  which  it  is  vain  for 
the  Aborigines  to  oppose.  It  is  no  longer  merely  the  penetration, 
by  toilsome  marches,  of  a  few  half  protected  settlers  along  a 
slow  moving  line  of  progress,  the  two  oceaiis  are  now  btTund 
together  by  the  line  of  Bailroad  already  completed,  the  forerunner 
of  other  continental  east  and  west  Railroads,  which  are  the  only 
means  by  which  the  country  can  be  developed,  and  by  which  any 
intriaaio  vaIuib  can  be  given  to  the  government  landu ;  each  line 


S8 


of  Railroad  will  take  in  its  own  special  area,  from  which  the 
Indian  must  recede,  giving  place  to  the  very  different  industrious 
elements  which  belong  to  a  higher  order  of  our  race. 

The  Northern  Pacific  Railroad  route  is  advantageously  situ- 
ated for  the  early  development  of  a  very  extensive  area,  reaching 
far  into  the  British  Pospessiona  on  the  north,  and  presenting  a 
clear  field  to  the  south  of  millions  of  acres  of  land  adjacent  to  it, 
to  be  made  a  feeder  to  this  line  by  means  of  branch  roada. 

The  valley  of  the  Red  river,  which  runs  almost  due  north 
into  Canada,  embracing  one  of  the  finest  wheat  regiona  in  the 
world,  will  of  itself  forever  insure  to  the  eastern  end  of  the  road 
a  profitable  trade ;  and  the  construction  of  a  north  and  south 
railroad  through  the  Red  river  valley,  connecting  the  main  trunk 
with  the  region  around  Lake  "Winnepeg,  will  add  largely  to  the 
business  of  the  Northern  Pacific  line.  The  elaboration  of  iso- 
thermal lines  has  shown  that  the  northern  boundary  of  the  United 
States,  latitude  49°,  an  imaginary  line,  instead  of  being  the 
northern  boundary  of  cultivable  lands  and  habitable  climate,  runs 
south  of  a  vast  body  of  very  superior  arable  territory,  only  need- 
ing railroad  facilities  for  its  successful  development.  Extensive 
settlements  are  already  there,  knocking  at  the  door,  asking  Ame- 
rican enterprise  to  open  it  and  unite  their  commercial  destinies 
with  ours.  The  age  of  railroads  has  sealed  the  doom  of  political 
lines  of  demarkation,  and  the  progress  of  events  is  gradually  but 
surely  disseminating  on  this  continent  that  spirit  of  self-govern- 
ment, the  sure  offspring  of  increasing  popular  intelligence,  v^hich 
must  eventually,  and  perhaps  very  soon,  remove  the  frail  barriers 
which  now  separate  the  United  States  and  Canada  as  govern- 
ments ;  but  whether  the  tw  o  countries  shall  or  shall  not  speedily 
unite  their  political  government,  it  is  certain  that  the  people  will 
unite  in  efforts  to  develop  the  region  lying  along  the  present 
boundary  on  both  sides  between  the  two  countries,  and  thus  prac- 
tically remove  it.  On  the  other  hand,  southward  of  the  line  of 
the  Northern  Pacific  Railroad  route,  it  is  from  three  to  five  hun- 
dred miles  to  the  line  of  the  present  completed  railroad  between 
Omaha  and  Sacramento.     Granting  that  half  of  this  area  may 


itt 


\ 


i 


S9 


^ 


tvem- 
3edily 

will 
tesent 
Iprac- 
Ine  of 

hun- 
Iween 

imay 


find  its  most  convenient  outlet  by  that  road,  there  are  left  of  this 
space  about  two  hundred  and  fifty  thousand  square  miles,  or  one 
hundred  and  sixty  millions  of  acres,  in  Minnesota,  Dakota,  Mon- 
tana, Wyoming,  Idaho,  Oregon  and  Washington ;  destined  at  no 
distant  period  to  contain  a  population  of  many  millions. 

These  vast  interior  regions,  without  the  essential  aid  of  rail- 
roads, would  remain  for  very  many  years  in  the  future,  as  they 
have  through  long  ages  in  the  past,  entirely  valuelesss  as  mar- 
ketable property  of  our  government,  but  with  railroads  in  opera- 
tion, afibrding  first-class  facilities  for  the  enterprising  from  all 
countries,  the  entire  face  of  the  land  will  quickly  be  changed  from 
the  virgin  fields  and  woods  to  the  civilized  improvements  of  man- 
kind, which  alone  can  confer  practical  values  in  the  world.  Thus, 
by  the  completion  of  railroads,  and  in  no  other  way,  can  the  Gov- 
ernment of  our  people,  which  is  the  property  of  every  citizen, 
realize  any  pecuniary  benefit  from  these  interior  Territories  and 
States.  Our  people,  therefore,  cannot  err  in  granting  lands,  pri- 
vilege'' and  credit  to  enterprising  capitalists  who  are  willing  to 
employ  their  money,  their  time  and  their  talents  in  the  execution 
of  these  grand  avenues  of  commerce;  for  the  construction  of  such 
a  line  as  this  between  Lake  Superior  and  the  Pacific,  will  givo 
actual  value  to  a  region,  on  an  average,  at  least  thirteen  hundred 
miles  long  by  four  hundred  miles  wide,  or  three  hundred  and 
thirty-two  million  eight  hundred  thousand  acres,  which,  without 
the  transportation  facilities  which  this  line  will  afi'ord,  would,  for 
the  most  part,  rest  undisturbed  in  its  primeval  condition,  compa- 
ratively useless  and  valueless  to  the  government  and  to  our 
people. 

When  the  granting  of  a  few  millions  of  acres  to  a  Railroad 
company,  carries  with  it  the  immediate  enhancement,  or  rather  a 
real  creation  of  va^ue  upon  six  times  that  quantity  of  government 
lands,  the  soundness  of  the  policy  which  dictates  the  grant  is 
surely  beyond  question. 

There  is  another  point  which  now  aAisumea  importance.  In 
the  earlier  days  of  discussion  concerning  Railroads  across  the 
continent,  it  was  a  matter  of  moment  how  to  bring  about  their 


40 


ilni 


■ccmstruction  without  extravagant  cost,  in  any  reasonable  number 
of  years ;  but  this,  like  most  great  questions  which  arise  in  the 
movements  of  mankind,  whilst  unceasingly  advancing  in  myriad 
forms  of  developement,  finds  a  solution  in  the  accompanying 
circumstances.  Thus  in  the  construction  of  the  Union  and 
Central  Pacific  Railroads,  the  need  led  to  the  wai/  of  building 
miles  of  railroad  in  a  marvellously  short  time. 

This  experience  will  of  course  be  applied  to  the  Northern 
Pacific  Railroad;  and  with  the  remarkable  natural  facilities 
already  mentioned  arising  from  its  junction  with  so  many  nav- 
igable streams,  and  with  Lake  Superior  at  one  end  and  the 
Pacific  Ocean  at  the  other,  there  is  no  reason  why,  instead  of 
occupying  half  a  dozen  years  it  should  not  be  completed  in  three. 
I  can  now  clearly  see  how  it  can  certainly  be  built  and  opened 
for  use  between  Lake  Superior  and  Pugec  '^o'l  "u  1873;  even 
allowing  the  greater  part  of  a  year  to  be  devoted  to  surveys 
before  determining  in  all  cases  the  precise  route ;  but  meanwhile 
having  all  the  preliminary  plans  and  preparations  thoroughly 
digested  and  arranged,  and  some  portions  begun. 


Ml 


THE  LANDS. 

In  the  grant  of  land  of  alternate  sections  on  a  width  of  forty 
miles  on  each  side  through  the  Territories,  and  twenty  milee 
on  each  side  through  the  States  of  Minnesota  and  OregcD,  it  is 
easumed  that  there  maybe  nearly  fifty  millions  of  ao  vhich 
will  become  the  property  of  the  Company.  You  a*.'  ,•  i-ady 
familiar  with  the  general  excellent  character  of  ue  liC*  in 
Minnesota  and  Wisconsin,  and  from  the  reports  of  Go\\j.r'e 
Stevens,  and  more  recently  the  repor*'.  of  Governor  Marshall  and 
Philip  W.  Holmes,  Esq.,  who  under  your  auspices  made  a  specia) 
examination  of  the  country  as  far  as  the  Missouri  river  during  the 
present  season,  you  cannot  but  feel  satisfied  that  a  Railroad  between 
Lake  Superior  and  the  Missouri  river  will,  within  a  brief  period 
after  its  completion,  receive  local  traffic  and  traw '  enough  to 
maintain  it.    Now  this  can  only  arise  in  conseqr  tr.  -^  of  the 


I 


41 


settlement  and  cultivation  of  the  lands  along'  the  route ;  and  it 
la  therefore  obvious  that  by  a,  judicious  system  of  land  sales, 
settlers  can  he  induced  to  occupy  this  territory  at  once,  taking 
on  favorable  terms  portions  of  the  Company's  lands,  thua  adding 
largely  to  the  value  of  the  residue,  which  can  be  sold  on  a 
gradually  rising  scale  of  prices,  naturally  induced  by  increase  of 
population  and  the  resulting  industries. 

I  must  not  either  designedly  or  undesignedly  convey  an 
impression  that  all  of  this  immense  body  of  land  is  arable,  or  that 
it  is  all  adapted  to  the  raising  of  wheat.  There  is  in  the  large 
area  embraced  in  this  extensive  land-grant  a.  great  variety  of 
soil  and  climate,  and  through  the  mountain  region  there  is  a 
considerable  portion,  which  but  for  its  mineral  wealth  would  have 
little  value.  There  are  tracts  where,  owing  to  the  general 
absence  of  sufficient  rains  and  dews,  the  land  cannot  be  made  to 
yield  well  without  irrigation.  On  the  other  hand  there  are 
numerous  valleys  of  rich  land  which  will  yield  abundantlv  at 
once,  without  artificial  irrigation ;  and  there  are  many  milli^iiS  of 
acres  of  the  finest  timber  in  the  world.  It  is  of  course  a  question 
of  time  when  this  region  shall  be  settled  and  sending  forth 
supporting  Eailroad  busiaess ;  that  time  will  be  regulated  wholly 
by  the  period  when  the  Eailroad  shall  be  put  in  o;.^eration.  If 
the  commencement  and  completion  of  the  road  were  to  be 
deferred  for  ten  yeaxs,  the  whole  country  •would  be  very  nearly 
ten  years  la^^er  before  it  could  stand,  as  it  should,  with  the  reat  of 
our  American  civilized  regions. 

At  present  the  middle  portion  along  and  on  both  sides  of  the 
Rocky  Mountains,  is  wholly  dependent  on  the  gold  production, 
which  has  been  very  remarkable.  Gold  exists  over  a  very  large 
area  in  Montana  Territory,  also  in  Idaho,  and  parte  of  Utah  and 
Oregon  and  Washington  Territories.  Gold  has  been  the  prime 
cause  of  the  movement  of  the  people  to  that  once  distant  in- 
terior, but  which  the  opening  of  the  Railroad  to  the  Pacific  has 
brought  comparatively  near.  Only  a  few  years  have  elapsed 
since  Montana  became  the  theatre  of  the  gold  excitement,,  yet 
already  a  number  of  farms  are  established,  and  the  capabilities  of 


42 


51111 


m 


'f 


the  soil  and  climate  are  not  now  a  matter  of  conjecture,  but  of 
actual  proof.  Wheat,  butter,  nearly  all  kinds  of  vegetables, 
which,  until  recently,  brought  fabulous  prices  all  through  the 
gold  region,  are  now  but  little  higher  proportionally  than  in  the 
old  settled  parts  of  the  States ;  and  this  has  been  effected  wholly 
by  the  cultivation  of  farms  in  Montana  Territory.  I  have  the 
notes,  and  could  give  much  more  detailed  views  on  this  and  other 
important  points;  but  were  I  to  enter  upon  the  subject  in  that 
way,  it  would  change  entirely  the  character  of  this  special  report, 
rendering  it  too  voluminous-  Yet  I  desire  to  convey  to  others 
the  impression  that  I  have  myself  received  from  personal  obser- 
vation respecting  the  capabilities  and  the  drawbacks  appertaining 
to  these  lands.  The  entire  range  from  the  Missouri  river  to  the 
Columbia  river  at  Wallula  is  a  grazing  region,  for  the  most  part 
covered  with  very  nutritious  bunch-grass,  upon  which  wild  ani- 
mals have  fattened  for  ages,  and  upon  which  hereafter  immense 
herds  of  tame  cattle  will  profitably  be  raised.  As  a  rule,  all  over 
this  wide  expanse  of  grass-clothed  plains  and  hills  there  is  an 
inadequate  supply  of  rain,  although  the  droughts  are  never  sufii- 
cient  to  destroy  the  bunch-grass  pasture ;  and,  as  a  rule,  the  soil 
is  excellent,  and  in  many  places  very  rich,  needing  only  irriga- 
tion. There  are,  however,  numerous  valleys  with  perennial 
streams  fed  from  the  Rocky  Mountains,  containing  land  of  the 
most  fertile  character,  already  improved  in  various  places,  and 
yielding  abundant  harvests.  Lands,  which  if  left  without  Rail- 
road facilities,  might  be  allowed  to  remain  forever  as  natural 
pasture,  will,  when  there  are  chances  for  shipment  of  the  product 
by  rail,  be  put  under  cultivation.  It  is,  therefore,  safe  to  as;sume 
that  the  immense  landed  property  of  the  Company,  as  a  body,  in 
connection  with  valuable  town  sites  and  water-powers,  will  ulti- 
mately be  worth  much  more  than  the  entire  cost  of  the  Railroad. 
It  should  be  borne  in  mind  that  where  there  are  now  only  prairies, 
subject  to  continual  burnings,  trees  will  spring  up  and  flourish 
hereafter  when  these  lands  become  protected  by  civilization.  The 
growth  of  trees  on  the  Pacific  slope  is  very  rapid. 


43 


SNOW. 

There  is  evidence  enough  to  show  that   the  line  of  road, 
on  the  general  route  herein  described,  will,  in  ordinary  winters, 
be  much  less  encumbered  with  snow  where  it  croMses  the  moun- 
tams  than  are  the  passes  at  more  southerly  points,  which  aro 
much  more  elevated  above  the  sea.     The  difference  of  five  to  six 
degrees  of  latitude  is  more  than  compensated  by  the  reduced  ele- 
vation above  the  sea  level  and  the  climatic  effect  of  the  warm 
ocean  currents  from  the  equator,  already  referred  to,  ameliorating 
the  seasons  from  the  Pacific  to  the  Eocky  Mountains.     An  exam- 
ination of  the  profile  of  the  Union  Pacific  and  Central  Pacific 
lines  between  Omaha,  on  the  Missouri  river,  and  Sacramento, 
California,  a  distance  of  1775  miles,  shows  that  there  are  four 
main  summits;  Sherman  summit,  on  the  Black  hills,  about  550 
railes  from  Omaha,  8235  feet  above  the  sea;  one  on  the  Eocky 
Mountains,  at  Aspen  summit,  about  935  miles  from  Omaha,  7463 
feet;  one  at  Humboldt  mountain,  about  1245  miles  from  Omaha 
6076  feet,  and  another  on  the  Sierra  Nevada,  only  105  miles  from 
the  western  terminus  at  Sacramento,  7062  feet;  whilst  from  a 
point  west  of  Cheyenne,  520  miles  from  Omaha,  to  Wasatch  970 
miles  from  Omaha,  a  continuuous  length  of  450  miles,  every  por- 
tion of  the  graded  road  is  more  than  6000  feat  above  the  sea  • 
being  about  one  thousand  feet  on  this  long  distance,  higher  thm 
the  highest  summit  grade  on  the  Northern  Pacific  Eailroad  route 
whilst  for  the  corresponding  distance  on  the  Northern  Pacific 
route,  the  average  elevation  is  under  3000  feet,  or  3000  feet  less 
The  highest  summit  on  the  Northern  Pacific  line  is  about  three 
thousand  feet  lower  than  the  Sherman  summit  on  the  Pacific  line. 
On  the  Union  Pacific  road  the  profile  also  shows  that  for 
mne  hundred  continuous   miles,  from  Sidney  westward,  the  road 
has  an  average  height  of  over  5000  feet,  and  the  lowest  spot  on 
that  distance  is  more  Uian  4000  feet  above  the  sea;    whereas  on 
the  Northern  route  only  about  sixty  miles,  at  most,  are  as  high 
as  4000  feet;  and  the  corresponding  distance  of  nine  hundred 
miles,  extending  from  the  mouth  of  the  Yellowstone  to  the  valley 


44 


I' 


I     i 


of  Clarke's  river,  is  on  average  about  3000  feet  lower  than 
the  Union  Pacific  line.  Then,  allowing  that  1000  feet  of  elevation 
causes  a  decrease  of  temperature  of  three  degrees,  this  would 
niEike  a  difference  of  nine  degrees.  There  is,  therefore,  a-  sub'- 
stantial  reason  for  the  circumstance,  now  well  authenticated,  that 
the  snows  on  the  Northern  route  are  much  less  troublesome  than 
they  are  on  the  Union  Pacific  and  Central  Pacific  route;  At 
the  same  time  it  should  not  be  claimed  that  there  will  be  no 
trouble  from  snow  ou  the  Northern  line.  The^e  are  places  where 
snow  falls  to  the  depth  of  several  feet;  and  at  the  higher  passes  to 
the  north  of  the  estimated  line  the  snows  axe  much  deeper  than 
at  the  Deer  Lodge  Pass ;  and  also  oi  the  alternate  line  referred 
to,^  across  the  Coeur  d'Alene  range,  the  snowfalls  to  a  considerable 
depth.  And  this  is  likewise  the  case  on  the  indicated  cut-off 
routes  from  the  Columbia  river,  by  the  way  of  the  Yakima  river 
valley,  etc.,  through  the  passes  of  the  Cascade  range,  to  Puget 
Sound.  The  impression  I  would  wish  to  create  ia  this:  That 
a  line  can  be  so  located  between  the  valley  of  the  Missouri  and 
the  mouth  of  the  Columbia  river,  and  to  Puget  Sound,  which  for 
the  greater  portion  of  the  distance  will  not  encounter  any  serious 
trouble  from  snow;  and  that  in  the  passage  of  the  Belt  range, 
between  the  Yellowstone  and  the  upper  Missouri,  in  case  that 
that  route  should  be  chosen,  the  crossing  of  the  Rocky  Mountains 
at  Deer  Lodge  Pass,  and  of  the  Portage  between  the  Cowlitz 
river  and  Puget  Sound,  no  greater  obstacles  from  snow  are  likely 
to  be  met  with  than  have  already  been  encountered  and  overcome 
on  roads  in  the  New  England  States  and  in  the  State  of  New  York. 
It  is  the  general  impression  in  the  States,  an  impression  entirely 
natural,  that  the  farther  we  go  to  the  north  the  deeper  the  snow; 
but  on  this  line  the  modifying  and  controlling  influences  of  the 
mild  climate  which  "pervades  the  Pacific  slope  and  the  interior 
along  this  latitude,  combined  with  the  greatly  reduced  elevation 
of  the  range  of  country  to  be  occupied,  and  the  low  summits  of 
the  back-bone  mountaina  to  be  passed,  tend  to  confirm  the 
favorable  statements  of  intelligent  gentlemen  who  have  long  been 
familiar  with  the  regions  in  question.     I  cannot  hesitate,  therefore, 


ill  I 


mi 


ver  than 
elevation 
lis  would 
e,  a-  sub"- 
ited,  that 
3me  than 
ate;    At 
ill  be  no 
;ea  whero 
passes  to 
per  than 
referred 
jiderable 
i  cut-off 
na  river 
0  Puget 
i:     That 
mri  and 
hich  for 


serious 

range, 

ise  that 

luntains 

Cowlitz 

e  likely 

ercome 

York; 

5ntirely 

snow; 

of  the 

nterior 

jvation 

nits  of 

m  the 

g  been 

Before, 


46 


whilst  'ally  appreciating  the  importance  of  the  matter,  to  present 
to  yoL  confidently  these  views  in  relation  to  the  probable  snow 
difficulties  along  the  proposed  route  of  the  Northern  Pacific 
Eailroad. 

GRADES. 

The  grades  on  the  route  across  through  the  State  of  Minne- 
sota and  Territory  of  Dakota  to  the  Missouri  river  will  not  be 
materially  dissimilar  to  those  on  the  other  finished  railroads 
south  of  it,  passing  from  Chicago  to  Sioux  City,  Council  Bluffs, 
etc. ;  namely,  undulating  within  the  general  limit  of  about  forty 
feet  per  mile,  although  it  may  be  deemed  advisable,  at  a  few 
points  for  short  distances,  to  run  to  a  maximum  of  one  foot  per 
hundred,  or  fifty-three  feet  per  mile.  There  is  sufficient  knowl- 
edge of  this  portion  of  the  route  to  warrant  this  assumption. 
And  beyond  the  Missouri,  along  the  valley  of  the  Yellowstone,  to 
near  the  Bozeman  pass,  there  is  no  known  reason  for  assuming 
any  higher  limits.  In  passing  Bozeman  summit  of  the  Belt 
range,  and  in  going  up  the  eastern  side  of  the  Rocky  Mountains, 
it  may  be  found  advisable  to  adopt  a  somewhat  higher  gradient 
for  a  few  miles  in  overcoming  those  summits.  This,  however, 
can  only  be  finally  determined  after  careful  surveys. 

The  highest  ground  encountered  between  Lake  Superior  and 
the  Missouri  river,  at  the  raouth  of  the  Yellowstone,  is  only  2300 
feet  above  the  sea,  the  low  summit  of  the  Rocky  Mountains 
is  but  little  over  6000  feet,  and  the  Bozeman  Pass  through  the 
Belt  range  is  assumed  to  be  about  500  feet  lower.  The  height 
of  the  country  upon  which  the  line  is  traced,  and  upon  which  my 
estimate  of  cost  is  based,  may  be  approximately  stated  thus,  be- 
ginning at  Lake  Superior,  going  westward  : — 

Milei .  ATerage  Height  abore  the  S«*. 


To  Dakota  valley , 

300 

1200  feet. 

Yellowstone  river,       * 

300 

2200      " 

Along  Yellowstone, 

400 

2500     " 

Flathead  valley,     . 

300 

3500     " 

Lewis  or  Snake  river, 

200 

300C     " 

Puget  Sound, 

500 

400     " 

Lake  Superior  to  Puget  Sound 

vta  Portland,       .        .        .      2000 


Ill' 

m 


i 


Milet. 

ATeniga  Height  above  the  Be*. 

500 

1000  feet. 

500 

8300 

"                         ) 

100 

7300 

II 

485 

6200 

II 

406 

4750 

•« 

130 

4000 

It 

118 

4400 

II 

36 

300 

i( 

100 

50 

II 

46 


Compare  this  with  the  profiles  of  the  finished  line  of  the 
Union  and  Central  Pacific  Roads.      Properly,  the  comparison 
should  be  made  from  Chicago — the  eastern  water  terminus  oj 
Lake  Michigan,  of  the  Omaha  line.     There  are  on  that  route,  ap 
proximately,  as  follows  :- 

Vrom  Chicago. 

To  Omaha,   . 

N^ar  Cheyenne, 
Cooper's, 

Promontory  Point, 
Humboldt, 
Reno, 
Auburn,  . 
Sacramento,     . 
San  Francisco, 

Chicago  to  San  Francisco,    .        .      2375 

On  the  Northern  Pacific  line  there  need  be  but  two  principal 
summits,  whilst  on  the  other  there  are  four ;  the  lowest  of 
which  is  about  a  thousand  feet  higher  than  the  highest  on  the 
northern  route.  If,  therefore,  the  roads  were  the  same  length 
between  the  Pacific  waters  and  the  great  lakes  and  navigable 
rivers  east  of  the  Rocky  Mountains,  the  advantage  would  be 
largely  in  favor  of  the  northern  route ;  but  this  actual  distance  is 
375  miles  less,  and  the  equated  distance  for  ascents  and  descents 
in  its  favor  will  be  very  considerable. 

The  first  fairly  navigable  water  for  steamers  which  is  met 
with  on  the  route  from  Sacramento  eastward  is  the  Missouri  river 
at  Omaha,  1775  miles ;  whereas  on  the  Northern  line  the  road 
will  be  along  or  quite  near  navigable  streams  a  large  portion  of 
the  distance  on  the  west  side  of  the  Rocky  Mountains ;  and  soon 
after  crossing  them  it  will  strike  navigable  waters  on  the  eastern 
side,  on  the  Upper  Missouri  and  on  the  Yellowstone.  The  moun- 
tain space  between  the  navigable  streams  on  the  two  sides  of  the 
range  is  only  about  250  miles.  It  is  true  that  the  Union  Pacific 
Road  runs  along  near  the  Platte  river,  but,  owing  to  its  peculiar 
character,  arising  from  its  breadth  and  sandy  shoals,  it  is  not 
regarded  as  a  practicable  steamboat  river  in  its  present  condition. 


47 


The  junction  of  all  main  trunk  railroads  that  may  he  built 
eastward  from  the  Pacific  ocean  with  the  Missouri  river,  will  ulti- 
mately prove  to  be  much  more  important  than  is  yet  generally 
imagined ;  especially  when  the  valley  of  that  great  river  becomes 
more  densely  populated.  An  extensive  interchange  of  products 
will  take  place  there,  both  eastward  and  westward  from  the  river 
along  the  east  and  west  lines.  The  immense  valleys  of  the  Mis- 
sissippi and  Missouri,  all  the  way  from  New  Orleans  to  the  upper 
waters,  are  yet  in  their  infancy  of  population,  of  agriculture,  of 
manufactures  and  of  general  commerce.  The  construction  of 
railroads  along  and  across  these  magnificent  valleys  will  stimulate 
all  of  these  by  the  great  facilities  afforded,  and  throw  a  large 
amount  of  local  traffic  upon  the  east  and  west  railroads. 

No  main  trunk  line  can  enjoy  a  more  advantageous  position 
in  this  respect  than  the  Northern  Pacific  Boad;  and  to  a  very 
considerable  extent  this  will  apply  in  the  case  of  the  crossing  of 
the  Dakota,  the  Mississippi,  and  the  Red  river;  the  productions 
of  the  Red  river,  owing  to  the  extent  and  wonderful  fertility  of 
its  valley,  will  at  once  create  a  remunerative  trade  on  the  eastern 
end  of  the  Road.  This  region,  it  is  well  known,  is  admirably 
adapted  to  wheat,  and  intelligent  gentlemen  who  are  familiar  with 
its  characteristics,  have  estimated  that  there  are  fifty  millions  of 
acres  of  cultivable  land  in  the  Red  river  valley  alone,  which  may  be 
profitably  devoted  to  the  raising  of  wheat  and  other  cereals. 
Branch  lines  will  undoubtedly  be  constructed  leading  from  the 
Northern  Pacific  trunk  along  the  St.  Louis  river,  the  nearest 
to  Lake  Superior,  as  well  as  along  the  Mississippi,  the  Red  river, 
the  Dakotah  river,  and  the  Milk  river  branch  of  the  Missouri. 
These  branches  will  be ,  met  by  the  Canadian  improvements, 
bringing  into  this  connection  the  extensive  regions  along  Lake 
Winnepeg,  including  the  valley  of  the  Assiniboine.  A  branch 
from  the  Missouri,  reaching  to  Milk  river  and  up  that  stream  to 
the  great  Saskatchawan  valley  of  Canada,  will  at  no  distant 
day  constitute  a  very  important  feeder  of  the  Northern  Pacific 
line,  opening  to  that  large  territory  railroad  outlets  to  the 
navigable  waters  of  the  Atlantic  coast  by  way  of  Lake  Superior, 


II"  I 
HI 


48 


and  to  the  Gulf  of  Mexico  by  the  Missouri  and  Mississippi  rivera. 
No  public  project  that  can  be  devised  can  sooner  or  better 
develope  that  vast  territory  in  Canada  and  b'ing  out  its  value. 
The  summer  isothermal  line  of  70°  reaches  to  the  valley  of  the 
Saakatchawan  about  latitude  61°.  The  same  isothermal  passes 
through  Chicago,  Cleveland,  and  Harrisburg  in  Pennsylvania,  on 
this  continent,  and  through  Southern  France,  Lombardy,  and  the 
great  wheat  growing  districts  of  Southern  Russia.  These 
valuable  Canadian  territories,  which  for  the  want  of  adequate 
investigation  have  hitherto  been  regarded  as  valueless,  are 
destined  within  a  reasonable  period  to  perform  an  important 
part  in  the  progress  of  agriculture  and  commerce  on  this 
continent.  Lines  of  latitude  are  no  longer  the  sole  guides  in 
estimating  the  climatic  characteristics  or  producing  qualities  of 
regions  to  the  north,  since  experience  has  shown  that  the  chilling 
effect  of  high  latitude  so  marked  on  the  Atlantic  coast  is 
overruled  by  the  influence  of  the  Pacific  ocean,  and  perhaps  other 
causes  not  yet  thoroughly  elaborated  or  understood. 

But  a  few  years  will  be  required  after  the  completion  of  the 
Northern  Pacific  trunk  line  to  secure  what  may  be  termed  local 
trad'>  and  travel  sufficient  to  sustain  the  road  irrespective  entirely 
of  any  through  business.  The  Territory  of  Montana,  already 
yielding  more  than  ten  millions  of  value  annually,  abounding  in 
elements  which  must  induce  a  large  population,  will  meet  the 
opening  of  the  road  with  a  very  valuable  contribution,  while 
there  cannot  be  a  doubt  that  accompanying  and  following  the 
construction  of  this  line  hundreds  of  settlements  will  rapidly  be 
made  in  the  valleys  of  the  Missouri  and  Yellowstone  on  the  east, 
and  in  the  valleys  of  Clarke's  river  and  Columbia  river  on  the 
west  of  the  Rocky  Mountains.  With  respect  to  the  local  trade 
and  travel  on  the  road  along  the  lower  Columbia,  and  from  the 
Willamette  valley,  concentrating  at  the  city  of  Portland,  the 
population  and  business  are  already  there,  only  awaiting  the 
opening  of  this  line  to  make  the  western  end  self-sustaining  from 
the  start.  I  speak  confidently  on  this  point  from  personal  ob- 
servation. 


I 


49 


ppi  rivera. 

or  better 

its  value. 

ieyof  the 

aal  passes 

Ivania,  on 

T,  and  the 

1.     These 

adequate 

^ess,   are 

mportant 

on   this 

guides  in 

all  ties  of 

3  chilling 

coast  is 

ips  other 

)n  of  the 
led  local 
entirely 
already 
nding  in 
neet  the 
Q,  while 
ving  the 
pidly  be 
;he  east, 
on  the 
il  trade 
om  the 
nd,  the 
ng  the 
ig  from 
nal  ob- 


An  estimate  of  items  of  transportation  on  a  road  situated  aa 
this  is,  Af  endent  in  part,  and  to  a  considerable  extent  on  the 
settlements  which  will  hereafter  be  made  along  the  route,  would 
of  course  be  largely  conjectural ;  but  if  experience  on  hundreds 
of  roads  in  the  United  States  which  have  been  extended  through 
comparatively  unsettled  regions  is  of  any  value,  there  can  be  no 
doubt  of  the  result  on  this  line.  Its  cost  will  be  less  per  mile 
than  the  average  cost  of  railroads  in  this  country ;  and  the  cost 
of  working  it,  owing  to  the  predominence  of  light  grades  over  the 
greater  portion  of  the  route,  and  the  facilities  it  possesses  most  of 
the  way  in  good  supplies  of  water,  wood  and  coal,  will  fall  below 
the  average. 

The  position  across  the  continent  on  the  shortest  practicable 
railroad  distance  between  the  Pacific  ocean  and  the  great  lakes  of 
the  Atlantic  side,  points  to  this  line  as  one  of  vast  importance  in 
a  national  point  of  view,  the  value  of  which  to  the  Government 
cannot  easily  be  overrated.  The  facilities  it  will  afford  for  the 
rapid  and  economical  distribution  of  troops,  ammunition  and 
stores,  for  the  numerous  forts  on  the  water3  of  the  Missouri  and 
the  Yellowstone,  and  along  the  valleys  of  Clarke's  river,  Colum- 
bia river,  and  on  Puget  Sound,  will  constitute  an  invaluable  mili- 
tary arm,  and  will  save  millions  annually  to  the  public  treasury. 
A  moderate  estimate  of  the  mere  money  saving  to  the  country 
will  show  not  less  than  three  per  cent,  on  the  entire  cost  of  the 
road  every  year,  for  present  military  transportation  alone,  to 
forts  now  in  existence ;  and  more  forts  will  be  needed  to  hold  the 
Indian  tribes  in  check  as  the  white  settlements  shall  be  annually 
extended  over  Indian  territory — a  matter  which  is  inevitable,  and 
as  certain  as  the  ultimate  extermination  or  absorption  of  the 
Indian  race.  The  opening  of  this  road  will  forever  settle  the 
question  of  white  supremacy  over  an  area  of  country  covering  at 
least  four  hundred  and  fifty  thousand  square  miles ;  sufficient  to 
make  ten  States  the  size  of  Pennsylvania. 

The  Northern  Pacific  Bailroad  will  be  a  favorite  and  most 
convenient  route  for  trade  and  travel  across  the  ocean  from  Asia 
and  the  Sand^ieh  and  other  islands  of  the  Pacific ;  transporting 
7 


50 


ABiatic  products  quickly  to  the  gold  regions  of  Montana,  and 
distributing  them  along  the  valleys  of  the  Yellowstone,  the 
Missouri,  the  Dakota,  the  Red  river,  the  Mississippi,  and  the  Lake 
idgion.  It  is  true  that  the  main  terminus  will  be  at  Lake 
Superior ;  but  connections  with  St.  Paul  and  Chicago  are  certain 
t  o  be  made  which  will  put  this  line  in  direct  communication  with 
the  entire  railroad  system  of  the  United  States  and  Canada. 

The  prevailing  winds  and  ocean  currents  of  the  Pacific  are 
such  that  vessels  from  Asia,  etc.,  destined  even  as  far  south  aa 
San  Francisco,  are  compelled  to  make  northing  which  brings  them 
on  the  parallel  with  Puget  Sound.  This  is  a  very  important  faot 
in  connection  with  the  Northern  Pacific  route,  inasmuch  as  it  has 
a  permanent  practical  advantage  which  a  great  commercial  city 
located  on  Puget  Sound,  or  on  the  Columbia  river,  will  enjoy  over 
any  port  six  or  eight  hundred  miles  south  along  the  coast. 

I  have  deferred  the  presentation  in  detail  ot  many  points, 
among  others  the  harbor  termini  on  Lake  Superior,  on  the 
Columbia,  and  on  Puget  Sound;  althoug"  I  am  possessed  of 
information  which  will  enable  me  at  the  ^er  time  to  discuss 
the  advantages  and  disadvantages  of  the  several  places  proposed. 

This  special  report  contains,  in  brief,  the  substance  of  the 
information  obtained  during  an  exploration  which  occupied  the 
entire  months  of  June,  July  and  August;  involving  in  all  over 
nine  thousand  miles  of  travelling,  on  railroads,  in  coaches, 
steamers,  wagons,  canoes,  and  on  horseback;  during  which,  owing 
to  the  remarkable  facilities  afforded  through  the  aid  of  the  modern 
conveyances  by  steam,  both  on  land  and  water,  our  party  was 
enabled  to  explore  an  extent  of  territory  which  in  the  time  of  Lewis 
and  Clarke  occupied  nearly  two  years. 

In  conclusion,  I  would  state  as  the  result  of  these  explora- 
tions and  investigations,  after  much  reflection,  and  fully  ap- 
preciating the  responsibility  devolved  upon  me  as  the  Engineer 
selected  by  you  for  the  duty,  that  the  Northern  Pacific  Railroad 
route,  with  the  land  grant  secured  to  the  Company  by  the  Gov- 
ernment, possesses  great  intrinsic  value,  and  will  be,  as  a  whole, 
a  remarkably  favorable  line  in  all  important  respects;   a  line 


[ 


61 


on  tana,  and 
wstone,  the 
id  the  Lake 
e  at  Lake 
are  certain 
cation  with 
mada. 
Pacific  are 
ir  south  m 
rings  them 
ortant  fact 
h  as  it  has 
ercial  city- 
enjoy  over 

l8t. 

ny  points, 
»r,  on  the 
sesaed  of 
to  discuss 
proposed, 
ce  of  the 
Jpied  the 
all  over 
coaches, 
3h,  owing 
e  modern 
)arty  was 
of  Lewis 

explora- 
'ully  ap- 
Sngineer 
Railroad 
ihe  Gov- 
a  whole, 
;   a  line 


which,  if  judiciously  located,  honestly  constructed,  and  properly 
adminiBtcrcd,  will  pay  within  a  few  years  a  fair  dividend  on  H» 
coat.  I  had  apprehensions  that  personal  investigations  might 
disclose  material  or  possibly  vital  errors  in  some  of  the  anticipa- 
tions induced  by  former  Reports.  The  result,  however,  has  been 
in  the  other  direction ;  and  I  am  constrained  by  the  facts  to  pre- 
sent an  estimate  of  cost  essentially  lower  than  those  previously 
submitted  by  the  able  Chief  Engineer,  and  I  offer  it  confidently 
as  reasonable  and  reliable. 

Very  respectfully, 

W.  MILNOR  ROBERTS, 


U,  S.  Civil  Engin«er, 


Philadelphia,  September  25, 1869. 


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BRITISH  COLUMBIA 


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OP  THE 


XTortherxi  Pacific 


SAFE!  PROFITABLE 


JAY  COOKE  &  C 


We  offer  for  sale  at  par  and  accrued  interest,  the  FIRST  MORTGAGE  LAND  GRANT  Gl 
are  FREE  of  U.  S.  TAX,  and  ?.re  issued  of  the  following  denomirations:  Coupons,  $100,  $j 


mm  H 


GOLD  PAYMENT. — Both  principal  and  interest  are  payable  in  American  gold 
coin,  at  the  ofiice  of  Jay  Cooke  &  Co.,  New  York  City — the  principal  at  the 
end  of  30  years,  and  the  interest  (at  the  rate  of  seven  and  three-tenths  per 
ceni.  per  annum)  half-yearly,  fust  of  January  and  July. 

THE  RATE  OF  INTEREST  is  a  most  convenient  as  well  as  profitable  one, 
beir.g  seven  dollais  and  thirty  cents  each  year  on  every  hundred  dollars,  or 
on  the  various  denominations  of  bonds  as-foUov^s: 

Two  cents  per  day  on  each      .         .        .        $100  bond 
Ten      «  «  "  ...        ;^5oo     " 

Twenty  cents  per  day  on  each  .         .     $1,000     " 

One  dollar  per  day  on  each     .         .         .     ^5,000     " 
Two  dollai-s  per  day  on  each  ,         ,         ,  j^  10,000     " 

PERFECT  SAFETY.— First  Mortgage  Railroad  Bonds  are  confessedly  among 
the  safest  of  investments.  Of  the  nearly  one  thousand  railroads  of  our  Northern 
and  Western  States,  whose  total  bonded  debt  exceeds  ;^650,C)O0,0C)O,  it  is 
state;d  that  all  but  three  are  regularly  paying  the  interest  on  tlieir  first  mortgage 
bonds,  and  few  investments  of  equal  amount  can  show  so  small  a  default  in 
principal.  The  author  of  Poor's  Railroad Matiual,  a  standard  authority,  says : 
*' It  is  ndoubtedly  true  that  railroad  securities  have  proved  to  be  a.fc  most 
procu      ,e  investment  for  capital  that  we  have  had  for  twenty  years." 

T.  liis  being  true  of  all  ordinary  roads,  it  is  doubly  true  of  those  which, 
like  the  Northern  Pacific,  have  an  immense  landed  property  in  addition. 

The  r)on<ls  we  are  now  selling,  the  amount  of  which  cannot  in  any  case 
.  exceed  $50,000  per  mile  of  finished  road,  are  secured  by  a  first  and  only  mort- 
gag«;'  on  all  the  property  and  rights  of  the  Northern  Pacific  Railroad  Company, 
wluch  will  embrace  on  the  completion  of  the  work  : 

1.  Over  Two  Thousand  Miles  of  Road,  with  rolling  stock,  buildings,  and 
all  other  equipments. 

2.  Over  Twc  ^y-two  Thousand  Acres  ol  Land  to  every  mile  of  finished 
road.  This  land,  j;,.icultural,  timbered  and  mineral,  amounting  in  all  to  more 
than  Fifty  Million  Acres,  consists  of  alternate  sections,  reaching  twenty  to 
forty  miles  on  eacl  ;ide  of  the  track,  and  extending  in  a  broad  fertile  belt  from 
Wisconsin  through  the  richest  portions  of  Minnesota,  Dakota,  Montana,  Idaho, 
Oregon  and  Waoliington,  to  Puget  Sound. 

THE  LAND  GRANT.— The  Northern  Pacific  Railroad  Land  Grant  is  larger 
■■HUM  thfi-TLthe  six  New  England  States  with  I^Iaryland  added, or  as  large  as  thctwc 
States  of  Ohio  and  Indiana  combined.  The  average  of^soil  is  very  fertile  and 
the  climate  is  pleasant  and  healthful.  With  the  railroad  built  through  the 
■  mid^  of  these  lands  their  value  can  be  estimated  by  the  present  price  of  simi- 
lar lands  along  the  line  of  other  roads.  For  example,  the  Illinois  Central 
Railroad  grant  of  only  2,595,000  acres,  the  sales  from  which,  already  exceed 
;jl24,ooo,ooo,  will  yield  the  Company  at  least  1(130,000,000 — an  avet  age  of  over 
;^ll  per  acre.    As  the  building  of  me  Northern  Pacific  Railroad  progresses, 

1  will  be  thrown  ope.'  to  sale  and  settlement  at  tnoae- 


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AND  LAND  GRANT. 


ABLE!  PERMANENT! 

E     &     CO.^    FISCAL  AGENTS. 

AGE  LAND  GRANT  GOLD  BONDS  of  the  NORTHERN  PACtFIC  RAILROAD  COMPANY.   They 
ms:  Coupons,  $100,  $500,  and  $iOOO;  Registered,  $100,  $500,  $1000,  $5000,  and  $10,000. 


nerican  gold 
cipal  at  the 
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ofitable  one, 
i  dollars,  or 


;edly  among 
lur  Northern 
)0,ooo,  it  is 
rst  mortgage 
a  default  in 
hority,  says : 
be  o-'fe  uiost 
■s.'» 

liose  which, 
dition. 
in  any  case 
i  only  mort- 
d  Company, 

lildings^  and 

;  of  finished 
L  all  to  more 
g  twenty  to 
ile  belt  from 
tana,  Idaho, 

nt  is  larger 
;e  as  the  twc  " 
y  fertile  and 
through  the 
rice  of  siroi- 
tiois  Central 
eady  exceed 
t  age  of  over 
progresses, 
ent  at  moae- 1 


m 


THE  MORTGAGE.— -For  the  security  of  the  first  mortgage  bondholders,  and 
obedient  to  Act  of  Congress,  the  general  mortgage  covering  the  property 
named  above  is  recorded  in  the  office  of  the  Secretary  of  the  Interior  at  Wash- 
ington. The  Trustees  of  the  mortgage  are  Messrs.  Jay  Cooke,  of  Philadelphia .- 
and  J.  Edgai-  Thomson,  President  of  the  Pennsylvania  Central  Railroad  Com- 
pany. These  Trustees,  who  directly  represent  the  bondholders,  are  required  by 
the  terms  of  the  mortgage  to  see  that  the  proceeds  ol  all  sales  of  First  Mortgage 
Bonds  are  devoted  to  the  construction  and  equipment  oj  the  road,  and  that  the 
proceeds  of  land  sales  are  used  in  purchasing  and  cancelling  the  bonds  of  the 
Company  if  they  can  be  bought  before  maturity  at  not  more  than  lo  per  cent, 
premium ;  otherwise  tlie  Trustees  are  to  invest  the  proceeds  ot  land  sales  in 
United  States  Bonds  or  Real  Estate  Mortgages  tor  the  further  security  of 
Northern  Pacific  bondholders.  At  all  times  until  the  entire  bonded  debt  of  the 
Railroad  Company  is  paid  off  and  cancelled,  the  Trustees  are  required  to  see 
that  they  have  in  their  control,  as  security,  at  least  500  acres  of  average  land 
to  every  $1,000  of  outstanding  first  mortp^age  bonds,  besides  the  railroad  itsell 
and  all  its  equipments  and  firanchises. 

All  bonds  issued  bear  the  signature  of  the  President  ano  Treasurer  of  the 
Northern  Pacific  Railroad  Company,  accompanied  by  the  corporate  seal-,  they 
are  also  signed  by  the  Trustees  of  the  mortgage.  Jay  Cooke  and  J.  Edgar 
Thomson,  and  are  finally  registered  and  countersigned  by  the  Fidelity  Trust 
fliid  Safe  Deposit  Company,  of  Philadelphia. 

PROFITABLENESS   OF  NORTHERN  PACIFIC  7-30's.— Wc  are  not 

willing  to  admit  that  any  investment  can  be  safer  than  the  bonds  oi  the  United 
States,  which,  as  the  Government's  agents,  we  placed  in  the  hands  of  the  people 
of  this  country  and  of  Europe.  But  since  the  Government  is  no  longer  a 
borrower,  but  is  rapidly  paying  off  its  existing  debt,  and  as  the  great  work  the 
nation  now  has  in  hand  is  not  that  of  preserving  its  existence,  but  that  of  de- 
veioping  a  continent,  we  call  the  attention  of  those  who  desire  to  increase  their 
income  while  still  having  a  perfectly  reliable  Investment,  to  the  foUov,      ,  facts » 

United  States  5-70's  at  their  average  premium  yield  the  present  pur- 
chaser less  than  5^  per  cent,  gold  interest.  Should  they  be  redeemed  in 
five  y^ars,  and  specie  payments  be  resumed,  they  would  really  pay  only  4^ 
per  cent.,  or  if  in  three  years,  oxiy  3^  per  cent.,  as  the  present  premium  would 
meanwhile  be  sunk. 

Northern  Pacific  7-30's,  selling  at  par  in  currency,  yield  the  investor  7-^ 
per  cent,  gold  interest  absolutely  for  thirty  -^^^x^,  free  from  U*:itea  States  tax. 
|l,Ioo  currency  investednow  in  United  States  5-20's  will  yield  per  year  in 
gold,  say  $62.00.  $1,100  currency  invested  now  in  Northern  Pacific  7-30's 
will  yield  per  year,  in  gold,  jf  80.30.  Here  is  a  difference  in  annual  income 
of  nearly  one-third,  besides  a  difference  of  7  to  JO  per  cent.  ir.  principal,  when 
both  classes  ol  bonds  are  redeemed. 

With  the  same  entire  confidence  with  which  we  commer^ded  Government 


i 


StsTTs  of  Ohio  and  Indiana  combined.  The  average  of  soil  is  very  fertile  and 
tlie  climate  is  pleasant  and  healthful.  "With  the  railroad  built  through  the 
midi-t  of  these  lands  their  value  can  be  estimated  by  the  present  price  of  simi- 
lar lands  along  the  line  of  other  roads.  For  example,  the  Illinois  Central 
Railroad  grant  of  only  2,595,000  acres,  the  sales  from  which,  already  exceed 
jS24,ooo,ooo,  will  yield  the  Company  at  least  ;j530,ooo,ooo — an  average  of  over 
j^ll  per  acre.  As  the  building  of  the  Northern  Pacific  Railroad  progresses, 
the  lands  of  the  Company  will  be  thrown  open  to  sale  and  settlement  at  moae-  > 
rate  prices  and  on  tasy  terfns  of  payment.  As  each  25-mile  section  of  the  road 
is  completed  and  accepted,  the  Government  conveys  to  the  Railroad  Company 
a  proportionate  amount  (some  600,000  acres)  of  land.  Thus  the  Company 
will  soon  come  into  full  possession  of  some  three  millions  ot  acres  in  Minne- . 
sota — this  first  installment  being  greater  tlian  the  entire  Illinois  Central  grant. 

EMIGRATION  SCHEME. — Tojacilitate  and  render  certain  the  rapid  sale  and 
settlement  of  its  lands,  and  to  promote  the  early  development  of  the  entire  belt 
of  Northwestern  States  and  Territories  tributary  to  the  road,  the  Northern  Pacific 
Railroad  Company  is  now  organizing  a  Department  of  Emigration.  The  sys- 
tem adopted  is  comprehensive,  practical,  and  on  a  scale  hitherto  unattempted 
by  any  corporation  or  government.  In  connection  with  this  work  of  fostering 
emigration  from  Europe,  and  the  thickly  peopled  parts  of  our  own  country,  to 
tiie  Northwest,  will  be  employed  some  of  our  most  eminent  and  trustworthy 
citizens,  both  native  and  foreign-born. 

THE  ROAD  NOW  BUILDING.— Work  was  begun  in  July  last  on  the  eastern 
portion  of  the  line,  and  the  money  provided,  by  the  sale  to  stockholders  of 
some  six  millions  of  the  Company's  bonds,  to  build  and  equip  the  road  from 
Lake  Superior  across  Minnesota  to  the  Red  River  of  the  North — 233  miles. 
The  crradingf  on  this  division  is  now  well  advanced,  the  iron  is  being  rapidly 
laid ;  several  thousand  men  are  at  work  on  the  line,  and  about  the  first  of 
August  next  this  important  section  of  the  road  will  be  in  full  operation.  In 
I      the  meantime  orders  have  been  sent  to  the  Pacific  coast  for  the  commencement 

,  of  the  work  on  the  western  end  in  early  Spring,  and  thereafter  the  work  will 

be  pushed,  both  eastward  and  westward,  with  as  much  speed  as  may  be  con- 
sistent with  solidity  and  a  wise  economy. 

FUTURE  BUSINESS  OF  THE  ROAD.— The  business  of  the  Road,  im- 
mediately on  its  completion  and  even  during  construction,  will  be  very  large, 
and  will  consist  mainly  of:  I.  The  transportation  of  Government  mails,  troops 
and  military  supplies.  2.  The  large  local  carrying  trade  of  the  present  pojiu- 
lation  of  the  States  and  Territories  traversed.  3.  The  entire  trade  of  the 
important  British  settlements  occupying  the  rich  valleys  of  the  Red  and  Sas- 
katchewan Rivers,  the  Winnipeg  Basin,  and  the  fertile  plains  of  British 
Columbia  on  the  Pacific  slope.  4.  That  portion  of  the  large  Through  Business 
between  the  Atlantic  and  Pacific  Oceans  which  will  certainly  pass  over  this 
line  owing  to  its  great  superiority  in  directness,  shortness,  and  ease  of  grades. 
5.  The  bulk  of  the  business  now  done  by  the  numerous  steamers  plying  on  the 
navigable  rivers  tributary  to  the  Road.  6.  The  constantly  increasing  carrying 
trade  of  the  millions  of  people  who  will  soon  occupy  the  magnificent  country 
through  which  the  road  passes,  and  the  transportation  of  whose  supplies  and 
products  alone  will  speedily  constitute  p  paying  business  for  one  line  of  road. 

This  Road  will  unite  Lake  Superior  and  St.  Paul  with  Puget  Sound — 
and  hence  the  commerce  of  the  Lakes  and  of  the  Mississippi  River  with  that 
of  the  Pacific  Ocean — by  a  line,  counting  actual  distance  and  difference  in 
grades,  at  least  500  miles  shorter  than  the  present  one  connecting  Lake 
Michigan  and  San  Francisco.  By  it  Liverpool  and  New  York  will  be  brought 
1400  miles  nearer  than  now  to  the  ports  of  China  and  Japan.  It  will  be  the 
only  trans-continental  line  under  one  control. 

Branch  lines  or  feeders  will  be  built  from  the  Trunk  road,  northward  and 
southward,  so  as  to  drain  the  entire  region  north  of  latitude  42°  and  render  the 
future  construction  of  additional  east  and  west  lines  within  that  belt  unnet-essary. 


IN 

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ployed 


MORGAN,  KEENE  &  MARVIN,  21  A/V 

€}en«ral  Agents  for  the  Sale  of  the  Bondii  of  the  Northern  Pacific  Ra 

North-half  of  N£W  JERSEY,  and 
Subscriptions  Received  by 


IMortnem  I'acthc  7-30's,  selling  at  pa  •  in  currency,  yield  the  investor  7t([) 
per  cent,  gold  interest  absolutely  for  thirty  y^axs,  free  from  Unitea  States  tax. 
|5i,ioo  currency  investednow  in  United  States  5-20's  will  yield  per  year  in 
^old,  say  $62.00.  $1,100  currency  invesied  now  in  Northern  Pacific  7-30's 
will  yield  per  year,  in  gold,  $80.30.  Here  is  a  difference  in  annual  income 
of  nearly  one-third,  besides  a  difference  of  7  to  ID  per  cent,  in  principal,  wh<;n 
both  classes  of  bonds  are  redeemed. 

With  the  same  entire  confidence  with  which  we  commended  Government 
bond?  to  Capitalists  and  People,  we  now,  after  the  fullest  investigation,  recom- 
mend these  Northern  Pacific  Railroad  bonds  to  our  friends  and  the  general  public. 

THEIR  PERMANENCE.— Capital  invested  in  these  bonds  cannot  be  disturbed 
lor  thirty  years,  unless  by  consent  of  the  holder.  The  Government  fuliy 
expects  to  call  in  and  cancel  its  5-20  bonds  within  two  years.  Persons  hold- 
ing the  latter  and  desiring  a  more  permanent  investment  cannot  do  better  than 
converi.  them  into  Northern  Pacific  Railroad  7-30's. 

THEIR  NATIONAL  CHARACTER.— The  Noithem  Pacific  Railroad  is 
chartered  by  the  Congress  of  the  United  States ;  the  present  loan  and  the 
general  mortgage  to  secure  it  are  authorized  by  special  Act  of  Congress ;  the 
mortgage,  as  required  by  law,  is  recorded  in  the  office  of  the  Secretary  of  the 
Interior  at  Washington;  each  25-mile  section  of  the  road  is  to  be  examined 
and  accepted  by  Government  Commissioners;  the  right  of  way  across  the 
public  domain,  and  construction  material  are  granted  gratuitously  by  the  United 
States;  and  finally,  while  the  Government  does  not  directly  guarantee  the  bonds 
of  the  Road,  it  amply  provides  for  their  full  and  prompt  payment  by  an  unre- 
served grant  of  laiid,  the  most  valuable  ever  conferred  upon  a  great  national 
impi^ovement. 

BONDS  RECEIVABLE  FOR  LANDS.— By  the  terms  of  the  mortgage  the 
7-30  bonds  of  the  Company  are  always  receivable,  at  par  and  accrued  interest, 
in  payment  for  the  Company's  lands  at  their  lowest  graded  priccsf  •,  and  by  an 
*  arrangement  between  the  Trustees  and  the  Directors  of  the  Company,  in  all 
cash  purchases  of  land  from  the  Railroad  10  per  cent,  discount  will  be  made 
from  the  purchase  price  whenever  the  Company's  first  mortgage  bonds  are 
offered  in  payment.  In  other  words.  Northern  Pacific  7-30's  are,  if  desired, 
at  all  times  convertible  at  1. 10  into  real  estate  at  lowest  cash  prices. 

BONDS  EXCHANGEABLE.— Tlie  registered  bonds  can  be  exchanged  at  any 
time  for  coupons,  the  coupons  for  registered,  and  both  these  can  be  exchanged 
for  otherf,  payable,  principal  and  interest,  at  the  London  and  American  bank- 
ing-houses of  Jay  Cooke  &  Co.,  or  at  any  of  the  principal  financial  centres  of 
Europe,  in  the  coin  o.  .le  various  European  countries.  These  securities  will 
thus  have  great  currency  in  the  leading  money  markets  of  the  world. 

LIMITED  AMOUNT.— The  first  series  of  these  bonds  is  now  being  sold  to 
furnish  funds  to  complete  the  Northern  Pacific  Railroad  westward  to  the  Great 
Bend  of  the  Missouri.  Should  negotiations  now  pending  in  Europe  result 
satisfactorily,  only  a  limited  amount  of  these  desirable  securities  will  be  offered 
in  the  American  market  for  some  time  to  come. 

HOW  TO  GET  THEM. — Your  nearest  Bank  or  Banker  will  supply  these  bonds 
in  any  desired  amount,  and  of  any  needed  denomination.  Persons  wishing 
to  exchange  stocks  or  other  bonds  for  these,  can  do  so  with  atv  of  our  agents, 
who  will  allow  the  highest  cuiTent  price  for  all  marketable  sec  rities. 

Those  living  in  localities  remote  from  banks,  may  send  money,  or  otlier 
Donds,  directly  to  us  by  express,  and  we  will  send  back  Northern  Pacific  bonds 
at  our  own  risk,  and  without  cost  to  the  investor.  For  further  information 
maps,  pamphlets,  &c.,  call  on  or  address  any  of  the  BMiks  or  Bankers  em- 
ployed to  sell  this  loan. 

lYIN,  2i  Wall  Street,  New  York, 

thern  Pacific  Railroad  Company  for  NEW  YORK,  VERlfONT, 
¥  JERSEY,  and  CANADA. 


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NEW  7-30  GOLD  LOAN 


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NORTHERN  PACIFIC  RAILROAD  CO, 

SECURED  BY  FIRST  MORTGAGE  ON  RAILROAD  AND  LAND  GRANT. 


SAFEl    PROFITABLE!    PERMANENT! 


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We  offer  for  sale  at  par  and  accrued  interest,  the  First  Mortgage 
Land  Grant  Gold  Bonds  of  the  Northern  Pacific  Railroad  Company. 
They  are  free  of  U.  S.  Tax,  and  are  issued  of  the  following  denominations  : 
Coupons,  jlioo,  ;?soo,  and  jJHooo;  Registered,  |Sioo,  ^(500,  ;^iooo,  $5000,  and 
;f  1 0,000. 

GOLD  PAYMENT. — Both  principal  and  interest  are  payable  in  American  gold 
coin,  at  the  office  of  Jay  Cooice  &  Co.,  New  Yorlc  City — the  principal  at  the 
end  of  30  years,  and  the  interest  (at  the  rate  of  seven  and  three-tenths  per 
cent,  per  annum)  half-yearly,  first  of  January  and  July. 

THE  RATE  OF  INTEREST  is  a  most  convenient  as  well  as  profitable  one, 
being  seven  dollars  and  thirty  cents  each  year  on  every  hundred  dollars,  or 
on  the  various  denominations  of  bonds  as  follows : 

Two  cents  per  day  on  each      .         .         .        J 100  bond 
Ten      «  «  «  ...        $500     " 

Twenty  cents  per  day  on  each  .         .     j?  1,000     " 

One  dollar  per  day  on  each     .         .         .     jS5,ooo     " 
Two  dollars  per  day  on  each  .        .         .  ;P  10,000     " 

PERFECT  SAFETY. — First  Mortgage  Railroad  Bonds  are  confessedly  among 
the  safest  of  investments.  Of  the  nearly  one  thousand  railroads  of  our  Northern 
and  Western  States,  whose  total  bonded  debt  exceeds  $650,000,000,  it  is 
stated  that  all  but  three  are  regularly  paying  the  interest  on  their  first  mortgage 
bonds,  and  tew  investments  of  equal  amount  can  show  so  small  a  default  in 
principal.  The  author  of  Poor's  Railroad  Manual,  a  standard  authority,  says : 
"  It  is  undoubtedly  true  that  railroad  securities  have  proved  to  be  the  most 
productive  investment  for  capital  that  we  have  had  for  twenty  years." 

This  being  true  of  all  ordinary  roads,  it  is  doubly  true  of  those  which, 
like  the  Northern  Pacific,  have  an  immense  landed  property  in  addition. 

The  bonds  we  are  now  selling,  the  amount  of  which  cannot  in  any  case 
exceed  $50,000  per  mile  of  finished  road,  are  secured  by  a  first  and  only  mort- 
gage on  jdl  the  property  and  rights  of  the  Northern  Pacific  Railroad  Company, 
which  will  embrace  on  the  completion  of  the  work : 

1 .  Over  Two  Thousand  Miles  of  Road,  with  rolling  stock,  buildings,  and 
all  other  equipments. 

2.  Over  Twenty-two  Thousand  Acres  of  Land  to  every  mile  of  finished 
road.  This  land,  agricultural,  timbered  and  mineral,  amounting  in  all  to  more 
than  Fifty  Million  Acres,  consists  of  alternate  sections,  reaching  twenty  to 
forty  miles  on  each  side  of  the  track,  and  extending  in  a  broad  fertile  belt  from 
Wisconsin  through  the  richest  portions  of  Minnesota,  Dakota,  Montana,  Idaho, 
Oregon  and  Washington,  to  Puget  Sound. 


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THE  LAND  GRANT.— The  Northern  Pacific  Railroad  Land  Grant  is  larger 
than  the  six  New  England  States  with  Mai7land  added,  or  as  large  as  the  two 
States  of  Ohio  and  Indiana  combined.  The  average  of  soil  is  very  fertile  and 
the  climate  is  pleasant  and  healthful.  With  the  railroad  built  through  tl.o 
midst  of  these  lands  their  value  can  be  estimated  by  the  present  jjrice  of  simi- 
lar lands  along  the  line  of  other  roads.  For  example,  the  Illinois  Central 
Railroad  grant  of  only  2,59S,cxx)  acres,  the  sales  from  which  already  exceed 
{^24,000,000,  will  yield  the  Company  at  least  ;f  30,000,000 — an  average  of  over 
$11  per  acre.  As  the  building  of  the  Northern  Pacific  Railroad  progresses, 
the  lands  of  the  Company  will  be  thrown  open  to  sale  and  settlement  at  mode- 
rate prices  and  on  easy  terms  0/ payment.  As  each  25-mile  section  of  the  road 
is  completed  and  accepted,  the  Government  conveys  to  the  Railroad  Company 
a  proportionate  amount  (some  600,000  acres)  of  land.  Thus  the  Company 
will  soon  come  into  full  possession  of  some  three  millions  of  acres  in  Minne- 
sota— this  first  installment  being  greater  than  the  entire  Illinois  Central  grant. 

EMIGRATION  feCHEME. — To  facilitate  and  render  certain  the  rapid  sale  and 
settlement  of  its  lands,  and  to  promote  the  early  development  of  the  entire  belt 
of  Northwestern  States  and  Territories  tributary  to  the  road,  the  Northern  Pacific 
Railroad  Company  is  now  organizing  a  Department  of  Emigration.  The  sys- 
tem adopted  is  comprehensive,  practical,  and  on  a  scale  hitherto  unattemptcd 
by  any  corporation  or  government.  In  connection  with  this  work  of  fostering 
emigration  from  Europe,  and  the  thickly  peopled  parts  of  our  own  country,  to 
the  Northwest,  will  be  employed  some  of  oiur  most  eminent  and  trustworthy 
citizens,  both  native  and  foreign-bom. 

THE  ROAD  NOW  BUILDING.— Work  was  begun  in  July  last  on  the  eastern 
portion  of  the  line,  and  the  money  provided,  by  the  sale  to  stockholders  of 
some  six  millions  of  the  Company's  bonds,  to  build  and  equip  the  road  from 
Lake  Superior  across  Minnesota  to  the  Red  River  of  the  North — 233  miles. 
The  grading  on  this  division  is  now  well  advanced,  the  iron  is  being  rapidly 
laid ;  several  thousand  men  are  at  work  on  the  line,  and  about  the  first  of 
August  next  this  important  section  of  the  /oad  will  be  in  full  operation.  In 
the  meantime  orders  have  been  sent  to  the  Pacific  coast  for  the  commencement 
of  the  work  on  the  western  end  in  early  Spring,  and  thereafter  the  work  will 
be  pushed,  both  eastward  and  westward,  with  as  much  speed  as  may  be  con- 
sistent with  solidity  and  a  wise  economy. 

FUTURE  BUSINESS  OF  THE  ROAD.— The  business  of  the  Road,  im- 
mediately on  its  completion  and  even  during  construction,  will  be  very  large, 
and  will  consist  mainly  of:  I.  The  transportation  of  Government  mails,  troops 
and  military  supplies.  2.  The  large  local  carrying  trade  of  the  present  popu- 
lation of  the  States  and  Territories  traversed.  3.  The  entire  trade  of  the 
important  British  settlements  occupying  the  rich  valleys  of  the  Red  and  Sas- 
katchewan Rivers,  the  Winnipeg  Basin,  and  the  fertile  plains  of  British 
Columbia  on  the  Pacific  slope.  4.  That  portion  of  the  large  Through  Business 
between  the  Atlantic  and  Patific  Oceans  which  will  certainly  pass  over  tliis 
line  owing  to  its  great  superiority  in  directness,  shortness,  and  ease  of  grades. 
5.  The  constantly  increasing  carrying  trade  of  the  millions  of  people  who  will 
soon  occupy  the  magnificent  country  through  which  the  road  passes,  and  the 
transportation  of  whose  supplies  and  products  alone  will  speedily  constitute  a 
paying  business  for  one  line  of  road. 

This  Road  will  unite  Lake  Superior  and  St.  Paul  with  Puget  Sound — 
and  hence  the  commerce  of  the  Lakes  and  of  the  Mississippi  River  with  that 
of  the  Pacific  Ocean — by  a  line,  counting  actual  distance  and  difference  in 
grades,  at  .least  500  miles  shorter  than  the  present  one  connecting  Lake 
Michigan  and  San  Francisco.  By  it  Liverpool  and  New  York  will  be  brought 
1,400  miles  nearer  than  now  to  the  ports  of  China  and  Japan.  It  will  be  the 
onlyHrans-continental  line  under  one  control. 

Branch  lines  or  feeders  will  be  built  from  the  Trunk  road,  northward  and 
southward,  so  as  to  drain  the  entire  region  north  of  latitude  42°  and  render  the 
future  construction  of  additional  east  and  west  lines  within  that  belt  uonecessaiy. 


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THE  MORTGAGE.— For  the  security  of  the  first  mortgage  bondholders,  and 
obedient  to  Act  of  Congiess,  the  general  mortgage  covering  the  property 
named  above  is  recorded  in  the  office  of  the  Secreta  y  of  the  Interior  at  Wash- 
ington. The  Trustees  of  the  mortgage  are  Messrs.  J,  y  Cooke,  of  Philadelphia, 
and  J.  Edgar  Thomson,  President  of  the  Pennsylvan  a  Centrad  Railroad  Com- 
pany. These  Trustees,  who  directly  represent  the  boiidholders,  are  required  by 
the  terms  of  the  mortgage  to  see  that  the  proceeds  of  all  sales  of  First  Mortgage 
Bonds  are  devoted  to  the  construction  and  equipment  of  the  road,  and  that  the 
proceeds  of  land  sales  are  used  in  purchasing  and  cancelling  the  bonds  of  the 
Company  if  they  can  be  bought  before  maturity  at  not  more  than  lo  per  cent, 
premium ;  otherwise  the  Trustees  are  to  invest  tlie  proceeds  of  land  sales  in 
United  States  Bonds  or  Real  Estate  Mortgages  for  the  further  security  of 
Northern  Pacific  bondholders.  At  all  times  until  the  entire  bonded  debt  of  the 
Railroad  Company  is  paid  oflf  and  cancelled,  the  Trustees  are  required  to  see 
that  they  have  in  their  control,  as  security,  at  least  500  acres  of  average  land 
to  every  $i,ocx>  of  outstanding  first  mortgage  bonds,  besides  the  railroad  itself 
and  all  its  equipments  and  franchises. 

All  bonds  issued  bear  the  signature  of  the  President  and  Treasurer  of  the 
Northern  Pacific  Railroad  Company,  accompanied  by  the  corporate  seal ;  they 
are  also  signed  by  the  Trustees  of  the  mortgage.  Jay  Cooke  and  J.  Edgar 
Thomson,  and  are  finally  registered  and  countersigned  by  the  Fidelity  Trust 
and  Safe  Deposit  Company,  of  Philadelphia. 

PROFITABLENESS  OF  NORTHERN  PACIFIC  7-30'8.— We  are  not 

willing  to  admit  that  any  investment  can  be  safer  than  the  bonds  of  the  United 
States,  which,  as  the  Government's  agents,  we  placed  in  the  hands  of  the  people 
of  this  country  and  of  Europe.  But  since  the  Government  is  no  longer  a 
borrower,  but  is  rapidly  paying  off  its  existing  debt,  and  as  the  great  work  the 
nation  now  has  in  hand  is  not  that  of  preserving  its  existence,  but  that  of  de- 
veloping a  continent,  we  call  the  attention  of  those  who  desire  to  increase  their 
income  while  still  having  a  perfectly  reliable  investment,  to  the  following  facts  t 

United  States  S-20's  at  their  average  premium  yield  the  present  pur- 
chaser less  than  5^;^  per  cent,  gold  interest.  Should  they  be  redeemed  in 
five  years,  and  specie  payments  be  resumed,  they  would  really  pay  only  4^ 
per  cent.,  or  if  in  three  years, only  3^  per  cent.,  as  the  present  premium  would 
meanwhile  be  sunk. 

Northern  Pacific  7-30's,  selling  at  par  m  currency,  yield  the  investor  7tS 
per  cent,  gold  interest  absolutely  for  thirty  yco-T^,  free  from  United  States  tax. 
jSi,ioo  currency  invested  now  in  United  States  5-20's  will  yield  per  year  ia 
gold,  say  ^$62.00.  ;^l,ioo  currency  invested  now  in  Northern  Pacific  7-30's 
will  yield  per  year  in  gold,  ^80.30.  Here  is  a  difference  in  annual  income 
of  nearly  one-third,  besides  a  difference  of  7  to  10  per  cent  in  principal,  whea 
both  classes  of  bonds  are  redeemed. 

With  the  same  entire  confidence  with  which  we  commended  Government 
bonds  to  Capitalists  and  People,  we  now,  alter  the  fullest  investigation,  recom- 
mend these  Northern  Pacific  Railroad  bonds  to  our  friends  and  the  general  public. 

THEIR  PERMANENCE. — Capital  invested  in  these  bonds  cannot  be  disturbed 
for  thirty  years,  unless  by  consent  of  the  holder.  The  Government  fully 
expects  to  call  in  and  cancel  its  5-20  bonds  within  two  years.  Persons  hold- 
ing tlie  latter  and  desiring  a  more  permanent  investment  cannot  do  better  than 
convert  them  into  Northern  Pacific  Railroad  7-30's. 

THEIR  NATIONAL  CHARACTER— The  Northern  Pacific  Railroad  is 
chartered  by  the  Congress  of  the  United  States ;  the  present  loan  and  the 
general  mortgage  to  secure  it  are  authorized  by  special  Act  of  Congress ;  the 
mortgage,  as  required  by  law,  is  recorded  in  the  office  of  the  Secretary  of  the 
Interior  at  Washington ;  each  25-mile  section  of  the  road  is  to  be  examined 
and  accepted  by  Government  Commissioners;  the  right  of  way  across  tlie 
public  domain,  and  construction  matertai,  are  granted  gratuitously  by  the 
United  States ;  and  finally,  while  the  Government  does  not  directly  guarantee 
the  bonds  of  the  Road,  it  amply  provides  for  their  full  and  prompt  payment 
by  an  unreserved  grant  of  land,  the  most  valuable  ever  conferred  upon  a  great 
national  improvement. 


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BONDS  RECEIVABLE  FOR  LANDS.— By  the  terms  of  the  mortgage  the 
7-30  bonds  of  the  Company  are  always  receivable,  at  par  and  accrued  interest, 
in  payment  for  the  Company's  lands  at  their  lowest  graded  prices ;  and  by  an 
arrangement  between  the  Trustees  and  the  Directors  of  the  Company,  in  all 
cash  purchases  of  land  from  the  Railroad  10  per  cent  discount  will  be  made 
from  the  puichase  price  whenever  the  Company's  first  mortgage  b'^nds  are 
offered  in  payment.  In  other  words.  Northern  Pacific  7-30's  are,  if  desired, 
at  all  times  convertible  at  1. 10  into  real  estate  at  k)we8t  cash  prices. 

BONDS  EXCHANGEABLE.— The  registered  bonds  can  be  exchanged  at  any 
time  for  coupons,  the  coupons  for  registered,  and  both  these  can  be  excli.inged 
for  others,  payable,  principal  and  interest,  at  the  London  and  American  bank- 
ing-houses ot]ay  Cooke  &  Co.,  or  at  any  of  the  principal  financial  centres  of 
Europe,  in  the  coin  of  the  various  European  countries.  These  securitie:i  will 
thus  have  great  currency  in  the  leading  money  markets  of  the  world. 

LIMITED  AMOUNT. — The  first  series  of  these  bonds  is  now  being  sold  to 
furnish  funds  to  complete  the  Northern  Pacific  Railroad  westward  to  the  Great 
Bend  of  the  Missouri.  Should  negotiations  now  pending  in  F  irope  result 
satisfactorily,  only  a  limited  amount  of  these  desirable  securities  w  ill  be  offered 
in  the  American  market  for  some  time  to  come. 

HOW  TO  GET  THEM. — Your  nearest  Bank  or  Banker  will  supply  these  bonds 
in  any  desired  amount,  and  of  any  needed  denomination.  Persons  wishmg 
to  exchange  other  bonds  for  these,  can  do  so  with  any  of  on?  agents,  who  will 
allow  the  highest  current  price  for  all  marketable  securities. 

Those  living  in  localities  remote  from  banks,  may  send  money,  or  )ther 
bonds,  directly  to  us  by  express,  and  we  will  send  back  Northern  Pacific  bonds 
at  our  own  risk,  and  without  cost  to  the  investor.  Should  further  information 
be  desired,  any  of  the  Banks  or  Bankers  employed  to  sell  this  loan,  will  be  glad 
to  answer  all  questions,  furnish  pamphlets,  maps,  &c.,  and  supply  the  Seven- 
T^       ^  in  small  or  large  amounts. 


FOR  SALE  BY 


JAY  COOKE  &  CO. 

Fiscal  Agents  Northern  Pacific  Railroad  Co. 


3 
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114  South  Third  Street,  Philadelphia:  Corner  of  Nassau  and  Wall 
Streets,  New  York:  452  Fifteenth  Street,  Washington,  D.  C,  by 
National  Banks,  and  by  Brokers  generally  throughout  the  country. 


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N,  D.    C,  BY 
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